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DITORIAL EXOUBSION 



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INTRODUCTOKY 



The accompanying articles — the first from "The Book of 
the Great Railway Celebrations of 1857," the second from 
the 'sSouthern and Western Journal of Progress" of the 
same year — have been reproduced in a convenient form, 
for the purpose of presenting to the guests of the Balti- 
more and Ohio Railroad, on the Editorial Excursion, sucli 
information as may prove opportune and useful t(» them 
during their visit to Baltimore. 

Though prepared hut little more than two years ago, 
a perusal of these articles, with an actual inspection of 
the city, will shew that even in the short time named, 
Baltimore, has not failerl to make some marked and im- 
l)ortant a<lvances in tlie path of prosperity'. Steadily 
maintaining her position, even amidst the gloom and dis- 
couragement that has attended the commercial prostration 
of the whole country, the first dawning of returning pros- 
perity has found her prepared for a renewed struggle, 
and already successful in appropriating to herself some 
of the most valuable results of this awakened business 
activity. The present season, in its business results, has 
Ijecn one of the most jirosperous our city has enjoj'ed for 
years past, and it closes with the promise of a still more 
active renewal in tlie Fall. The commercial connections 
of the city have l>een extended and increased ; old cus- 
tomers have been attached more firmly, and the trade 
from many new sections has l)een (lraA\ u hitlier, Avith a 
good hope of rendering it permanently contrilmtivc to 
the prosperity of the city. 

In our raihvaj' connections, whilst no new or impor- 
t:mt lines to the Westward or Xortliwai-d have becni 



recently opened, yet our communications with those sec- 
tions have received all the advantages growing out of the 
perfection and consolidation of existing lines, and the in- 
crease of experience, of which the exigencies of the two 
last years have been so fruitful, in the practical manage- 
ment of railways, and the expeditions forwarding of pas- 
sengers and freight. Southward we have to note an im- 
portant addition to these facilities of our city. The com- 
pletion of the Virginia and Tennessee Railroad, and of the 
Mississippi Central Railroad, has not only placed Balti- 
timorc within seventy-two hours, liy uninterrupted rail- 
way transit, of New Orleans, hut has also confirmed to her 
the position of the nearest and most accessilde of the great 
Atlantic cities, to that vast region of the South, through 
which these new lines of communication penetrate. 

In the local belongings of the city, there arc also ex- 
hibited many of the results of an expanding and per- 
manent grow'th. The needs of a population, numbering 
already a quarter of a million of people, and increasing 
steadily at the rate of ten thousand a year, arc every- 
where evidenced in the extension of the city, the opening 
of new streets, the erection of new houses, which from 
mere neighborhoods grow rapidly into compact suburbs, 
and are constantly carrying the city farther and farther 
into the country. In the Ijusiness section the same eviden- 
ces of improvement are visible. Rowsof massive ware- 
huoses demonstrate bythcir solidity and extent the expan- 
sion of business, and the progressive adornment of Balti- 
timore street with edifices, which in costliness, beauty, and 
commodiousness, may not unfavorably seek comparison 
with the commercial palaces of New York show the demand 
which a flourishing trade is making for its accommodation. 

Enterprises which are spoken of in the subjoined arti- 
cles, as only in their inception, and others which were 
then hardly contemplated, have since became accom- 
plished facts. The building of the "projected" Peabody 
Institute has added a new beauty to the elegance of the 
\icinity of tlie Washington jMonument, a spot tliat will 



}>e sure to attract a.s v.ell as repay the iDSpectiuu of oui 
visitors. The street passenger railways — the greatest 
modern convenience of Metropolitan life — has distributed 
Its tracks through the city, and provides in its cars com- 
fortable and rapid transportation from one part to another 
of our extended limits. Steam and electricity have also 
))oen rendered sul>servient to the safety and convenience 
of the public. In its Fire Department, composed entirely 
of steam fire engines, and its admirable lire and police 
alarm telegraph, Baltimore may fairly claim to have 
reached, in both these particulars, a perfection not par- 
alleled in the same degree by any of her sister cities. 
The new city jail, just completed, one of the most com- 
plete and imposing structures of the kiiul in the country, 
and the extensive works in progress of construction for 
the introduction of a more abundant supply of water 
into the city, will be found among the material evidences 
of Baltimore progress, which will reward the inspection 
of strangers, and toAvard the examination of which, every 
facility may be promised in advance, on behalf of those 
having them in charge. 

In brief, it is desired, whilst presenting a sketch of 
what Baltimore is, to point out the steady progress still 
going forward, and to afford to tlie guests such informa- 
tion as will r(>ndev their visit instructive as well as 
agreeable. 



FROM THE '-BOOK OF THE 

GREAT KAILAYAY CELEBRATION OF 1857.'' 



The citizens of Baltimore found the visit of their West- 
ern friends productive of results eminently gratifying. 
They were enabled to repay to them the obligations of 
courtesy and hospitality under which they had been 
placed, and at the same time make manifest that Balti- 
more possessed within herself the resources of a great 
cit\^, in Avhich the visitor can supply all his business 
wants, whilst finding there also an abundant field for th& 
gratification of his social instincts. The guests them- 
selves found in Baltimore and its vicinity a variety of 
scenes and objects of interest that fully gratified their 
appetite for sight-seeing, — so entirely, indeed, as to in- 
duce the great majority of the excursionists to forego 
their intention of proceeding farther north, and to lead 
them to return home with the impression that what they 
had seen, heard, and experienced, was quite as much as 
the most exigeant of tourists could desire for the result 
of one trip to the Atlantic seaboard. 

The attractions of Baltimore were on that occasion 
proved to be manifold. Its advantageous location, its 
pleasant and salubrious climate, its magnificent monu- 
ments, its great public institutions, the elegant private 
residences, which the industry and taste of its residents 
have contributed, the beautiful suburban retreats that 
surround it, and the l)ountiful hospitality that its people 
are so prompt to offer to those whom they receive as 
friends, each and all in turn were examined and en- 
joyed b}'' the visitors. No city in the Union is sur- 
rounded by more objects of beauty and interest. Lip- 
pincott's Gazetteer, an impartial witaess, may be quoted 
in confirmation of this assertion : 

" Perhaps no city in the United States has such a pic- 
turesque site as Baltimore, covering, as it does, a num- 
ber of eminences which furnish a pleasant variety for 
the stranger. If the visitor ascends the Washington 
Monument, in the northern part of the city, on a hill 
itself one hundred feet above tide, he has one of the finest 
panoramas furnished by any city in the Union. Imme- 
diately beneath and around him are some of the most 
capacious streets, lined with residences rarely equalled 
in elegance, size and position. To the north and north- 
west are the newer and finer buildings, constituting the 



G 

ton quarter of the cit}', while to the south lies the great 
centre of trade ; a little to the .south-east is the harbor, 
and beyond it Federal Hill, while far in the distance, but 
nearly in the same direction, stretches the beautiful arm 
of the ba}^ on which Baltimore stands. To the east and 
south, across Jones' Falls, lie the Old Town and Fell's 
Point, and to the Avcst the newer portions, Ayhich are ex- 
tending rapidl}'. The view is varied by the domes of 
the Catholic cathedral, the Unitarian church and the 
Exchange, b}' the shot-tower, the Battle Monument, and 
by the steeples and towers of the various churches and 
other large edifices (among Avhich is the new and beau- 
tiful steeple of the Camden Station, which forms a con- 
spicuous tinger-post to the traveller) scattered in all di- 
rections ; the whole girt on the north, west and east, by 
l^eautiful hills crowned with a natural growth of trees." 
On every side the city is surrounded by a country of 
great natural beauty, presenting that intermingling of 
land and water, and hill and dale, which constitute the 
charm of landscape scenery. What nature has bounti- 
fully granted, art has lavishly improved. The splendid 
country-seats of its millionaire citizens dot the hill-sides 
and beautify the valleys for miles around its suburbs, 
pleasing the eye and gratif3'ing the refined taste. Pro- 
minent among these, and to which the attention of every 
appreciative visitor to Baltimore should be directed, is 
"The Crimea, '^ the splendid country-seat of Thomas 
Winans, whereon a highly cultivated natural taste, a 
large European experience, and abundant means, have 
reproduced all the beauties of the seignorial manors of 
the feudal estates of the Old World. The city residence 
and grounds of Mr. Winans have already become a pro- 
minent object of attractive interest to citizens and stran- 
gers, but this recently improved and still incomplete 
country place promises at once to far excel any similar 
estate in the Union. It is located within four miles of 
the city, and is quite elevated. The general character 
of the ground is wildly picturesque in the extreme. Its 
strikingly effective mansion, crowning the highest sum- 
rait, completel}'- overlooks the city and the neighboring 
country, and commands an admirable view of the Pa- 
tapsco Kiver and the Chesapeake Bay at its mouth. 
Bordered l)y more than two miles of Osage orange 
hedges — with its aboriginal forests, its beautiful run- 
ning streams, its precipitous rocky hills, its lawns, its 
woodlands, its deer-parks, its fish-ponds, its meandering 
walks, its extensive floral and vegetable gardens, its 



towering wind-mill, and its many other attractive fea- 
tures — this magnificent place must become the boast of 
Maryland, long before the taste and means of its owner 
shall have l)een exhausted in its perfection. The coun- 
try-seats of Johns Hopkins, Reverdy Johnson, A. S. 
Abel, AYilliam ]McI)onald, G. W. Lurman, Zenus Bar- 
num, D. M. Perine, and many others, each in different 
styles of adornment and rural elegance, prove the cesthe- 
tical cultivation and worthily bestowed means of their 
owners. 

From the surrounding liills, the surface of Baltimore 
undulates gently down to its Ijeautiful harbor, which in 
turn possesses some remarkable points of attraction. 
Perfectly land-locked, the three branches of the Patapsco, 
spreading into ample sheets of water, offer a secure har- 
bor for the commerce of the city, and afibrd to its citi- 
zens the fairest opportunity for the enjoyment of those 
aquatic sports and pleasures that furnish the best relief 
from the harassing toils and close confinement of city 
life. The noble Chesapeake Bay, which every Balti- 
morean considers a part of the belongings of his city, of 
Avhich he speaks alwa^'S with pride, from whose nearness 
he gathers health and pleasure, and out of Avhose waters 
he procures the choicest delicacies that make enviable 
Baltimore fare, is last l)ut not least of the ensemble of 
natural beauties and attractions which endear the city 
to its inhabitants, and offer to the visitor a variet}^ of 
sources of amusement and pleasure. 

The puldic institutions of Baltimore, for the moral 
and intellectual advancement of her people, should also 
be honorably named among the attractions of the Monu- 
mental city. The University of Maryland, the patriarch 
of its scientific institutions, and the venerated Alma 
Mater of a large and eminent alumni, was incorporated 
in 1812, and is one of the most highly esteemed medical 
colleges in the country. It has a faculty of arts and sci- 
ences, of physic, of theology, and of law, and is well 
supplied with the materials for anatomical and clinical 
instruction. Baltimore College, which constitutes the 
collegiate department of the University, is under the 
general supervision of the regents — among whom is John 
H. Alexander, one of the most erudite scholars in the 
country — with a separate faculty of professors and teach- 
ers. The Baltimore Infirmar}^ a large and well man- 
aged institution, is also connected with the medical 
department of the University. The INIaryland Institute, 
for the promotion of the mechanic and useful arts, though 
a young institution, has achieved the most decided sue- 



8 

cess. It occupies a field of widel}^ extended usefulness, 
and through the medium of its numerously attended 
schools of design, a large and constantl}^ augmenting 
library, its lectures of a literary, scientific, and chemical 
character, (the latter being given in connection M'ith a 
very complete philosophical apparatus,) and its annual 
exhibitions of art and industry held in its large hall, has 
arrived at an importance which gives to it the highest 
place in the appreciation of the community. The pro- 
jected and munificently endoAved " Peabody Institute '' 
Avill also soon be added to the list of public institutions, 
and whilst an ornament to the city, will unquestionably 
i)e capable of much useful effort in its field of operation. 
Did our limits allow, we might find something worthy of 
mention in connection with various other educational, 
scientific, and literary organizations of the city. The 
Maryland Historical Society, the Mercantile Library 
Association —one of the largest and best conducted of its 
class— the Maryland College of Pharmacy, the Baltimore 
College of Dental Svirgery, and Loyola College, are each 
in their sphere institutions of established character and 
usefulness. The public school system of Baltimore is 
also one of its proudest boasts. It embraces seventy-nine 
schools, classed as primary, grammar, and high schools, 
(of which latter there are three, one male and two fe- 
male,) with evening schools, and a " floating school " for 
amphibious learners, in all which, during the year 1857, 
eighteen thousand nine hundred and thirty-one children 
received instruction. The schools are nearly all con- 
ducted in buildings owned by the city, some of which are 
edifices of fine appearance, and admirably arranged for 
school purposes. The plan of instruction pursued is well 
digested, and is constantly being enlarged and improved, 
and the whole sj^stem is carefully promoted and liberally 
supported by the intelligent good-will of the people. In 
addition to its system of public schools, Baltimore is dis- 
tinguished for a number of excellent and flourishing pri- 
vate academies, within which many of the resident youth, 
and large numbers of scholars drawn from the rural por- 
tions of the surrounding States, receive their education. 
The moral, charitable, and reformatory institutions of 
Baltimore are also numerous and respectable. The Ma- 
ryland Hospital for the Insane, now located on the east- 
ern suburb of the city, but soon to be replaced by a more 
extensive and modern edifice in another location ; the 
Mount Hope Hospital for the Insane, in the northern 
part of the city, under the management of the Sisters of 
Charity ; the new and commodious House of Ilefuge, 



<) 

wlvcadj exorting a deep and beneficent influence ; the 
AVidows' Home, -within Avhose beautiful edifice all of 
Christian care and kindness are expended upon its in- 
mates ; the Union Protestant Infirmary, into ^yhich sick- 
ness and suffering arc the only required passports : the 
Protestant Episcopal Church Home, entering upon a like 
career of beneficent charity, in a large and admirably 
arranged edifice crowning the summit of. one of the beau- 
tiful" eminences in the eastern part of the city ; the 
(xeneral dissociation for improving the Condition of the 
Poor, Avhich relieved the wants of 10,000 persons in 
1857 ; the Baltimore Protestant Orphan Asylum, gath- 
ering three hundred orphans under its sheltering care ; 
St. Mary's Catholic Orphan Asylum, equally extended 
and successful in its provision for the young, and many 
other institutions, of which these named are only the 
juost prominent, might be cited as among the organiza- 
tions through which the private and public charity of 
Baltimore seeks to alleviate the suftcring and promote 
the moral and religious well-being of the needy and poor 
within her gates. 

In points of national and historical interest, Baltimore 
is not deficient. The proximity of Washington, and the 
almost hourly facilities afforded l)y the Baltimore and 
Ohio Kailroad for a transit from one city to the other, 
has rendered the National Capital almost a suburb of 
Baltimore, and united the attractions of the two places. 
Washington, growing with the rapid increase of the na- 
tion, becoming every day a capital more distinguished 
for its magnificent public buildings, its points of national 
interest, and its polished and courtly society, must con- 
tinue to concentrate upon it more and more largely the 
attention of the people of the country, and nourish that 
increasing taste which makes a visit to it one of the 
necessities of a home tour, omitting which no traveller 
will be considered to have •' seen all that was worth 
seeing." 

Nearer yet to her limits Baltimore claims among her 
historic lions Fort McHenry, against whose stout em- 
bankments and well-served batteries the British fleet in 
1814 in vain discharged its thunders, and amidst the roar 
and glare of whose gallant defence the most popular of 
our national anthems — the Star Spangled Banner — was 
improvised by the patriotic Key. From the eminence of 
Fort McHenr}-, across the waters of the Patapsco, lies, 
almost within sight, the Battle Field of North Point— but 
eight miles from the city — Avhereon the gallantry of Bal- 
timore volunteers, aided by the ready assistance of the 



10 

militia of AN'ashington city, aiul the borough of York, in 
Pennsylvania, Avon honor and victory from a British in- 
vading force, and saved their city irom the bar])arian 
piUage and destruction Avliieh the same troops had hut 
recently inflicted upon AVashington. Annapolis — hut 
thirty miles from Baltimore, on an arm of the Itav — the 
" ancient city " of happy memories, has also an historic 
interest. Annapolis is one of the few cities of the United 
States that counts its age by centuries. It was founded 
in 1040, and yet presents in its aspect many of the pecu- 
liarities of the early colonial times. Its veneraljlc State 
House, within whose Senate Chamber Washington sur- 
rendered his commission as Commander-in-Chief of the 
Army, yet stands untouched by time, and almost unas- 
sailed by improvement, one of the Meccas of the country, 
upon whicli the patriotic veneration of its sons will ever 
descend. Of the more modern attractions of Annapolis, 
the principal is the United States Xaval Academy, the 
counterpart of West Point, and performing for the navy 
what the hitter institution does for the Army, the raising 
up of successive corps of well educated, thoroughly dis- 
ciplined, and scientiiically efficient naval officers. 

The commercial, trading, and manufacturing facilities 
of Baltimore must, however, be relied on as the principal 
attractive power that will bring to her the trade and 
travel of other sections of the country. In drawing 
toAvard her this necessary |)abulum of a metropolitan 
city, Baltimore has already been greatly successful, and 
the future holds out the most solid promises of further 
and more important achievement. Her position at the 
licad of the Chesapeake Bay, is one of superior advantage 
for foreign commerce, AA'hilst the numerous lines of rail- 
Avay, radiating East and West, North and South, built 
mainly by her capital and controlled l)y her energ}^ and 
enterprise, and having their termini Avithin her l>orders, 
invite to the city the agricultural and mineral wealth of 
a A'ast interior. In the eloquent language of one of her 
citizens, she may justly claim to have " reached the 
threshold and stepping-stone of her true commercial 
greatness, and there is nothing noAV that can turn her 
back.'' Beside her large commerce carried on in sailing 
vessels Avith coastAvise and foreign ports, Baltimore has 
regular steamship communication Avith Boston, Ncav 
York, Philadelphia, Charleston, and Norfolk ; Avhilst her 
fleet of steamboats keep up close connections Avith all the 
country borderino- on the Chesapeake Bay and its tribu- 
taries. The foreign trade of the city, even under \he 
commercial depression of 1857, showed an aggregate 



11 

value of imvard and outward cargoes of nearly tAvent}- 
four millions of dollars. The arrivals at the port, exclu- 
sive of bay craft, in the year ending Dec. 31, 1857, inclu- 
ded 280 ships. 181 barks, 323 brigs, and 1,003 schooners : 
total 3,093. Of these 73 ships, 90 Ijarks, 224 brigs, and 
182 schooners, Avcre from foreign ports. The numlier of 
clearances during the same year was 3,732 ; of which 521 
were for foreign ports. During the year 51 vessels, of 
12,059 tons burthen, were built at the port. Of the 
general trade of the city, there is, perhaps, the most com- 
prehensive view presented in the following extract from 
the last annual statement in the Baltimore American, a 
recognized authority upon all matters relative to the 
commerce of the city : 

'' For the first time, we lielieve, since Baltimore has 
attained any commercial importance, we have ventured 
to estimate the value of its business in actual figures. In 
doing so, we have chosen mostly to under-estimate rather 
than to set down values at hazard. This will ])e seen by 
the figures themselves in the statements whicli follow ; 
and in order to approximate to something like the value 
of merchandise which constitutes the trade of our city, 
we prefix the folloAving summary : 

V.M.IE OF ARTICLES. 

Dry Goods S30,000,OUO 

Coal 3,000,000 

Cofi'ee 3,500,000 

Cotton 2.100,000 

Fish 400,000 

Flour 5,500,000 

Grain 0,000,000 

Guano 1,000,100 

Pig and Bar Iron 2,000,000 

Copper 2,000,000 

Hides I T ,.-.f\ r\f\r\ 

Leather j 1.0oO,000 

Live Stock 4.100,00(> 

Provisions .S,()00 00(1 

Sugar... 5,000,000 

Salt 100.00(1 

Molasses l.()()(),00() 

Tobacco 4,250,(>()() 

Whiskey 2,500,00( ► 

Luml)er 1,000,000 

Wool 400,000 

Total S84,700,000 



12 

•• The gross value of the articles aljove eiuuncrated is 
set down in round numbers at eighty-fife millions of dol- 
Ij^rfs. — The enumeration, however, comprises only the 
largest items of merchandise, and is ftir from including 
evcr^'thing. — We may oljserve that there is no estimate 
of many articles of great value, such as Brandy, Gin, 
Wines, Dried Fruits, Hardware, Cutlery, Gold and Sil- 
ver AVarc, Watches, Jewelry, Cigars, Stationery, Paints, 
Oils, Naval Stores, Malt Liquors, Staves, Bricks, Lime, 
Artificial Fertilisers, Drugs, Oils, Candles, Soaps, &c., 
Szc. Nor do we include Ship Building, Steam Engines, 
Locomotives, Bailroad Machinery, Agricultural Imple- 
ments, Crockery and (ilassware, which form a large ag- 
gregate. 

" We regret much that there is no data on which we 
could form an estimate of the value of the trade in Oys- 
ters, prepared for exportation, of which immense quan- 
tities are sent to the Western States and to foreign coun- 
tries, from this port exclusively, which we arc confident 
may be set down at one million of dollars, and might 
prol)ably be much more. 

"As the principal articles of merchandise oiumerated 
above, to which we are enalded to affix the actual value 
{because they mostly pass under the official surveillance 
of the Custom-IIouse or of authorized inspectors,) amount 
in gross to eighty-five millions of dollars, we think it 
ciuite safe to estimate the value of the merchandise and 
}>roduce generally, last enumerated, about half that of 
the former. This would make the general trade of the 
city, in round numbers, full}^ one liundred and tAventy- 
eight millions of dollars.'' 

The many and various facilities which Baltimore pos- 
sesses as a manufacturing city, have gradually l)een 
l»rought into requisition until, in this point of progress, 
it is rapidly taking range with the most advanced of its 
rivals. The Patapsco lvi>er, and Jones' and Gwyn's 
Falls, aff'ord an immense water power, extensively em- 
ployo<l for flouring mills, of which there are about seventy 
within twenty miles of the city, with also a very larg-e 
number of cotton and woollen mills, iron works, tan 
yards, and other important branches of productive in- 
dustry. The cheapness of Cumberland semi-l)ituminous 
I'oal, its constant supply through the medium of ihe Bal- 
timore and Ohio llailroad, and its superior adaptabilities 
for steam generating purposes, has also an important in- • 
fluencc in developing within her limits a great variety of 
manufacturing interests. From an elevated point of ex- 



13 

amination, the city will be perceived to be surrounded 
on almost every side by lines of factories, mills, and 
manufacturing establishments, AA^hose columns of dark 
smoke and jets of steam, demonstrate the constant acti- 
vity and innumerable variety of her productive interests. 
These establishments emin'ace the manufacture of cloth, 
cotton, and woollen goods ; paper mills, copper, glass, 
chemical and tobacco works ; the iron trade in all its 
Ijranches of melting, puddling, rolling, forging, and final 
product in the thousand of purposes of use and orna- 
ment to which the science of the age has made the metal 
applicable ; steam engine and locomotive founderies, nail 
mills, hollow ware and stove factories ; whilst in other 
departments of laljor may be enumerated piano, cabinet 
ware, chair and wall-paper manufactories : cedar ware 
factories ; steam, stone, and wood saw-mills, and a list 
that might Ije almost indefinitely extended of the nume- 
rous products for which the augmenting trade of the city 
has created a demand. In all these departments of 
labor, Baltimore has achieved some special excellence 
Avhich has given to her manufactures a high rank. The 
product of her flour mills is valued for family use and 
export to South America and the West Indies ; the 
achievements of her steam engine and locomotive build- ' 
ers have been attested by many triumphs of mechanical 
skill ; her ship-builders have a national fame ; her iron 
workers have successfully filled large and important 
government contracts,, and in this way might be enume- 
rated in all her In-anches of industrial enterprise the evi- 
dences of an ability to fulfil the largest demand that her 
commercial and trading progress may originate. From 
the best data at command, the manufacturing establish- 
ments of Baltimore are estimated to numl)er altout four 
thousand, in which is invested a capital of from twelve to 
fifteen millions of dollars, consuming annually raw ma- 
terial to the value of eighteen millions of dollars, and 
producing annually manufactured articles of the value of 
from thirty-five to forty millions of dollars. 

With these favorable influences, and the important ba- 
ses of a preferred geographical location, of completed lines 
of railway connecting directly with all sections of the 
countr}', with alarge foreign and domestic trade, and a 
growing system of manufactures ; Baltimore, through 
the social courtesies we have detailed, has sought to pre- 
sent her claims, extend her influence, and strengthen the 
ties which unite her interests Aviththe vast interior conn- 



14 

try upon whicli all the Atlantic cities depend for prospe- 
rity and increase. 

ESTI.MATH OF TilK TRACK OF BALTIMORE FOR 1S59. 

By the following paragraphs from the detailed Annual 
Statement of the Trade of Baltimore issued in Januarj^ 
1860, it will be seen that there has been a very large in- 
crease since 1857, the year given in the preceding pa- 
ges :— 

The annexed table presents an aggregate, as near as 
possible, of the estimates of the amount of business 
transacted in the several branches of trade enumerated 
in our annual statement, as shown in the annexed text 
and figures. In the absence of an official and rigid sys- 
tem of statistics, it is difficult to obtain all the values of 
the thousand different branches of business in a great 
centre of trade like Baltimore. We have, however, en- 
deavored, in presenting the annexed recapitulation, to 
approximate as near to the true value as possible, after 
consultation with experienced dealers in each specific 
branch of trade. In no instance has an over estimate 
])een made, and in some an increase might with justice 
have been allowed. In this view the table may have a 
value as a basis upon which the whole trade of the city, 
in all its varied departments can l»e estimated : 

Boots and Shoes $3,050,000 

Books and Paper 3,000,000 

Coal 3,100,000 

Ready Made Clothing "7,000,000 

Copper .^. 2,500,000 

Cotton 2,600,000 

Coffee • 4,000,000 

Drugs, Paints, &c 1,500,000 

Dry Goods 30,000,000 

Earthenware ., 1,250,000 

Foreign Fruits 1,500,000 

Salted Fish 325,000 

Flour 5,000,000 

Grain *7,087,000 

Guano 3,000,000 

Hardware 4,000,000 

Foreign Spirits and Wine 1,500,000 

Whiskey 1,500,000 

Hat Trade 750,000 

$83,202,000 



15 

Brought up $83,202,000 

Iron 2,000,000 

Leather 3,905,000 

Live Stock 3,804,800 

Lumber 1,675,000 

Molasses 1,000,000 

Naval Stores 267,000 

Oysters 4,500.000 

Provisions T,OOOJ00O 

Piano Trade 375,000 

Salt 100,000 

Sugar 7,000,000 

Leaf Tobacco 2,775,000 

Manufivctured do 4,100,000 

Cigars 800,000 

Vessels built 200,000 

Wool 400,000 

Teas 300,000 

Soap and Candles 740,000 

Preserved Fruits 215,000 

Total 8124.418,800 

From the above it -will be perceived that the value of 
the principal articles of merchandise, which enter into 
the trade of Baltimore, is approximately estimated at 
one hundred and hccnty-four millions of dollars. To this 
estimate must bo added the value of many articles not 
specially noticed, and the aggregate trade in which there 
are no means of accurately ascertaining : such, for in- 
stance, as Gold and Silver Ware, Watches, Jev^'elry, Malt 
Liquors, Cabinet Ware, Bricks, Lime, Carriages, Artifi- 
cial Fertilizers, Steam Engines, Locomotives, and other 
Machinery, Iron and other xMetal Castings, Marble, Gran- 
ite, and a score of other unenumerated articles. If we 
estimate these at thirty millions, or about one-quarter the 
value of the enumerated articles, Ave have the grand total 
of one hundred and Jifty-four millions of dollars, as an 
approximate estimate of the value of the general trade of 
the City of Baltimore during the past year. 



16 



[From the Journal of Progue.ss for 1858, then published by K.Edwards.] 

THE CITY OF BALTIMORE. 



No American city has a prouder history than Balti- 
more : Her devotion to liberty : patriotic efforts in behalf 
of national independence ; gallant defence against for- 
eign invasion ; fidelity to the Union ; conservatism, and 
moderation while the country was convulsed by bitter 
factions ; the tone of her society ; the integrity, hospitali- 
ty, and public spirit of her citizens ; all designate her as 
the model American city. Other cities may excel her in 
some unenviable particular — New York may import more 
goods, but she also imports more misery and vices. — 
She is, in fact a sort of reservoir of all the novelties of 
the day, from which other cities filter what is valuable ; 
a quarantine, where arc arrested many of the diseases 
that afiiict civilization. A Bond street tragedy lifts 
the veil of her social life ; a Schuyler and a Huntington 
exemplify her financial morality ; and the tax list tells a 
singuhir tale of her reputed millionaries. 

Baltimore, knowing her prosperity to be fixed upon a 
sure basis, has advanced, unenvious of feverish develop- 
ment, arising from unsound, speculative policy, by Avhich 
fortunes are made and wrecked. She has been suspic- 
ious of an increase in population, faster than it could be 
assimilated ; and, of so-called improvements, which are 
attended by ruinous incidents. Gradually adopting 
whatever a sound eclectic taste dictated, she has entered 
fully upon the policy of developing the natural advanta- 
ges which insure her prosperity. 

The commercial position of Baltimore, places her in 
the front rank of American Cities. In regard to for- 
eign commerce, she can be second to none but New York, 
and indeed rivals that city ; while her proximity to a 
home market, and the production of staples, renders her 
superior to any. Her location is central upon the At- 
lantic coast of the United States. The Chesapeake Bay, 
near which she stands, is a noble sheet of water, and 
equaled in commercial capacities by few of the great 
estuaries of the various parts of the world, that have at- 
tracted the notice and admiration of the mariner. It is 
deep throughout, and navigable for the largest vessels. — 
Its tributaries are rivers that furnish fine avenues of in- 
ternal trade, and provide water power for all purposes of 
extensive manufacturing operations. There is no rapid 



17 

current, to render its navigation perilous from floating 
ice, as in New York Bay, where immense loss annually 
occurs from vessels being cut through and sunk. 

The magnificent s^'stem of internal improvements 
which Marj-land has completed, gives Baltimore ready 
access to the inexhaustible agricultural treasures of the 
South and the West, and to the rich mineral deposits of 
the AUeghanies. While the Baltimore and Philadelphia 
R. R. affords an avenue to the East ; the Northern Cen- 
tral, to the North : the Washington Branch, to the South : 
the various lines of Steamers to all parts of the Coast ; 
the Bay to the great highway of mankind, the Ocean ; 
the Baltimore & Ohio R. R. furnishes her the key to the 
great West. The advantages of this latter road over the 
more northern routes, has been fully exemplified the past 
winter. AVhilc all the northern roads were obstructed 
by snow, or rendered impassable l;)y freshets, this has 
been in complete working order its entire length, with 
the exception of a few hours in particular localities. — 
This is a condition of things likely to occur annually, 
and the West will not be slow to perceive the immense 
advantage which climate alone gives for communication 
with this market. In respect to salubrity of climate, no 
eastern city compares with Baltimore. This not only 
facilitates business pursuits, but renders life itself doub- 
ly valuable by the health and vigor which it imparts. 

Baltimore City is situated upon the north side of an 
arm of the Patapsco River, 34 miles from the mouth of 
the Chesapeake Bav ; 204 miles from the Atlantic by 
ship channel ; in longitude 39° 11' 23^^ N. and 24^ E. 
from Washington ; 39 miles from Washington ; 97 from 
Philadelphia ; 184 from New York ; 420 from Boston. — 
The location is pleasant, upon a slightly undulating sur- 
face ; and some of the elevations in the cit}' command 
fine views. The city is advantageously seen from Fed- 
eral Hill, Fort McHenry, and other points. 

The streets are regular and spacious : the buildings 
are mostly of brick, and some of them exhibit fine archi- 
tectural combinations. Jones' Falls, a small stream 
from the north divides the city, and over it are thrown 
some beautiful arched iron bridges. With the increase 
of population, improvements have been made in laying 
out avenues and streets, grading them, providing sewer- 
age, etc. For this latter particular, the undulating sur- 
face affords fine opportunities ; consequently the city is 
cleaner and healthier than any other in the Union. 

2^ 



18 

The harbor around which it is laid out, is about three 
miles long, safe and capacious, consists of an inner basin, 
and an outer bay. The former admits vessels of light 
draft, quite into the city ; and the latter, at Fell's Point, 
is accessible to the largest ships. Its entrance is com- 
manded by Fort McIIenry, rendered so famous in history 
by the bombardment which it withstood during the last 
war with England. 

The nominal divisions of Baltimore, are the City pro- 
per, Old Town, and Fell's Point. The first includes all 
that portion of the city lying AVest of Jones' Falls ; Old 
Town comprises that part laying East of the Falls as far 
as Harford Ilun, or Canal street; Fell's Point lies East 
of Harford Ptun. These distinctions are not recognized 
by the city government, and are only referred to here, 
to enable strangers to understand terms in common use 
in Baltimore. 

The principal streets extending through the city, east 
and west, are Baltimore, (also called Market st.,) Fayette, 
Lombard and Pratt. These are numbered, in both di- 
rections, from the Falls. In, the City proper, the princi- 
pal business streets running North and South, are Fred- 
erick, Gay, Ilolliday ; North and South, Calvert, Light 
and St. Paul, Charles, Hanover, Sharp, Howard and 
Eutaw. These number from Baltimore street, north and 
south. 

The principal commercial portion of the City proper, 
is bounded iivesterly by Eutaw street; north, by Balti- 
more street ; east, by the Falls ; and south, by the basin. 
This includes the principal wharves, viz : Bowly's, 
Spear's, Smith's, and Light street wharves. 

The western portion of the city is principally compos- 
ed of residences, while the part near the basin accommo- 
dates the great bulk of trade and commerce. The pri- 
vate dwellings a1)0ut Washington Monument, are pala- 
tial ; and the environs are studded with beautiful villas. 

Exchange Place, in Lombard street, is the focus of the 
heaviest Inisiness. Here are the Merchants' Exchange, 
Custom House and Post Office. Near it are South and 
Second streets, principally occupied by bankers, bro- 
kers, insurance companies, &c. Baltimore street is 
the principal business street, and the promenade of 
beauty and fashion. Here the visitor may determine for 
himself, the comparative beauty of the Baltimore ladies. 
The portion of this street betAveen Jones' Falls and Eutaw 
street, is occupied by splendid stores, public buildings, 
&c. It contains the chief carpet, wall-paper, and book- 



19 

stores, printing-offices, jeAvelry, upholstery, hat and cap, 
tailoring, millinery, Avholesale and retail dry goods and 
other establishments. Extensive wholesale dry-goods 
stores are found, also, in Hanover, German and Charles 
streets. Stoves are found in Light street ; glass and 
hardware in S. Charles street : drugs in Lombard ; Lea- 
ther in the neighborhood of Water street and Cheapside : 
flour, grain, and provision warehouses, upon Howard and 
North streets, and near the wharves ; ship building is 
done principally at Fell's Point and Federal Hill. 

The population numbers about 250,000, and the value 
of real and personal propert}^ is near $200,000,000. The 
shipping owned here borders upon 200,000 tons, and the 
foreign commerce amounts to about $15,000,000 annually. 
Trade, like water, is governed by laws ; both seek the 
readiest outlet, one by natural gravity, the other directed 
by intelligence. AVhen one considers the little effort, in 
comparison with other cities made by the merchants to 
secure trade, it is a matter of surprise that it has poured 
in with such a stream. We propose to indicate some of 
the largest branches of commerce in Avhicli the city is 
engaged. 

In the commodities of Flour and Grain, it maintains 
its preeminence as the first market in the world. A1)0ut 
1,000,000 barrels of Wheat Flour ; 00,000 of Corn Meal, 
and immense quantities of Rye Flour are annually in- 
spected here. Nearly 12,000,000 bushels of grain were 
sent to this market in 185G. The most of this came 
by the Baltimore and Ohio Railroad. 

This Railroad gives ready access to the immense re- 
gions of Cumberland Coal, as the Northern Central does 
to the Anthracite fields of Pennsylvania; nearly 800,- 
000 tons were transported hither last year. The quan- 
tity of Coal in the Cumberland regions, is estimated at 
upwards of 6,000,000,000 of tons, more than would be 
consumed by the whole world in thousands of years. 
Experiments prove that in evaporative power, it occu- 
pies the highest place among Aijierican Coals : it is ex- 
tensively used in the ocean steamers. In Baltimore, 
there are fine facilities for shipping coal at Locust Point, 
the termination of this road. The various tracks laid 
through the streets, afford conveniences for discharging 
coal, produce, and flour, in many parts of the city. 

Tobacco is another staple sent to this market in im- 
mense quantities. Upwards of 50,000 hhds. of this 
commodity were received and inspected here in 1850. 
Since the completion of the Baltimore and Ohio Railroad, 



20 

this port offers superior advantag-es over New Orleans, 
for groAvers of this staple in Tennessee, Kentucky and 
Missouri. In Baltimore, this article suffers no deterio- 
ration from climate, and is subject to much less expense 
than is charged in the Crescent City. It is received and 
stored in State fire proof warehouses, immediately in- 
spected, and may remain therein twelve months without 
charge for storage, being perfectly secure from heat, 
moisture, or anything likely to injure its quality, or im- 
pair its value. When sold, the item of dray age to the 
warehouse, and a commission of 2^- per cent, to the 
agent, are the only charges paid by the planter. The 
small charge by the State, of $1.25 per hhd., for inspec- 
tion and storage, is paid by the purchaser or shipper, 
when he withdraws his tobacco from the warehouse. 

The Provision trade of Baltimore, already one of vast 
magnitude and importance, is rapidly increasing. This 
branch of western trade, like that of flour and tobacco, 
naturally tends to this city. It now amounts to $9,000,- 
000 annually. The number of horned cattle brought to 
this market last year was 30,000 head. Over the Balti- 
more and Ohio Railroad alone, 100,000 hogs and 50,000 
sheep were transported. 

The Sugar and Molasses trade is becoming enormous, 
as may be inferred from the fact, that the increase of re- 
ceipts at this port during the past vear, was near 20,- 
000,000 pounds. 

The article of Coffee, which the West uses so largely, 
and the products of the West Indies and South America 
generally, are imported here in immense quantities. 
For the inland transportation of these, the Baltimore and 
Ohio Bailroad, the main channel of commerce with the 
AVest, furnishes such facilities that Baltimore can com- 
pete with any eastern city, as a distributing market for 
coffee and AVest India goods. In this, as in all other 
branches of western trade, her central position, and local 
advantages, in connection with the various internal im- 
provements, by which her facilities are multiplied and 
her commerce extended, she presents a wide field to the 
enterprise of her citizens, and is enabled to control an 
immense trade at all points of the compass. 

The amount of Lumber inspected here annually, is 
reckoned by millions of feet. The neighborhood of 
Jones' Falls is one extensive Lumber yard. Nearlv 
1,000,000,000 feet come from the east alone. Fish and 
Salt, are, also largely imported. 



21 

The wholesale Dry Goods trade has developed quite as 
rapidly as any business in the city, since the opening of 
the great avenues of communication with other parts of 
the country. "We feel confident that the next census will 
show a remarkable increase in this branch. The im- 
mense wholesale stores that have been erected ; the 
country merchants that throng our streets and hotels ; 
the boxes and bales that crowd our thoroughfares, are 
proof of the extent and activity of this department of 
trade. This, however, is but the beginning of what will 
appear when the South and West shall more fully per- 
ceive the advantages that this market holds out to them. 

In Baltimore, the country dealer finds an ample variety 
of goods, selected by men of taste and integrity. This 
is not the market for refuse wares. As regards prices, 
merchants generally, here, will duplicate any bill of goods 
that may be purchased at the north, at the same rates. 

The Commission business, both on foreign and domes- 
tic account, is extensively pursued here, in all depart- 
ments of trade. The tact, energy, enterprise and integ- 
rity which characterize our merchants, place them in ad- 
vance of those of any city in the Union. Knavery cannot 
flourish in the moral atmosphere of Baltimore. The 
principal business men are well known to the community ; 
an adventurer is closely scrutinized, and sham is quickly 
detected. The capitalists are cautious, and little money 
^8 lost in fanciful speculations. Hence there is unusual 
Soundness in the entire business in the city, and a gene- 
ral desire to merit confidence, as well as gain it. 

Space permitting, we might ofier some suggestions, 
that we must forego, and turn, for a short time, to the- 
manufacturing interests, upon which the growth and 
prosperity of the city, so much depend. 

The industrial employments of the citizens are various 
and extensive, and in many departments, compare well 
with those of other cities. The branches of manufacture- 
most extensively prosecuted, are those directly developed 
by the great commercial facilities of the city. Pre-emi- 
nent among them, are the manufacture of iron, copper, 
leather, flour, tobacco, brick, glass, clothing, &c., sugar- 
refining, an<l oyster-packing. 

The geological formation of Maryland and the adjoin- 
ing states, affords rich beds of iron-ore. The manufac- 
ture of iron, about the city, is extensive and highly pros- 
perous. Baltimore charcoal pig-iron stands high for car- 
wheels, nails, bar and boiler-iron, &c. The rolling-mills 
are constantly pressed with orders for heavy plates for 



22 

the largo steam-ships hiiilding at NeAV York. The nail 
establishments snpply about 100,000 kegs of nails. Here 
are two of the most extensive locomotive manufactories 
in the country, "whose engines are in great demand. 
There are other large foundries, supplying furnaces, 
stoves, and all species of machinery and castings. 

Baltimore is destined to become the leading copper 
market of the country. The business has already ol)- 
tained a magnitude and importance, of which the Bal- 
timoreans themselves, are little aware. The establish- 
ment of the Baltimore Copper and Smelting Company, at 
Canton, near the eastern boundary of the city is ])y far 
the largest of the kind in the United States, the product 
of refined copper, at their furnace, being over 0,000,000 
lbs. annually. The great importance of estaljlishments 
like this, in developing the mineral resources of the coun- 
try, can hardly be appreciated. This, for example, fur- 
nishes a cash market for all the copper ores mined in 
Maryland and the neighl)oring states, and consumes from 
40 to 50 tons of Cumberland Coal, daily, giving support 
to near one thousand persons. The home product of ores 
not being sufficient to supply its furnaces, the company 
imports the main supply from Chili and Cuba. It thus 
gives activity to a largo freighting business, and pro- 
motes, generally, the shipping, manufacturing, and mer- 
cantile interests of the whole country, and especially 
those of Baltimore, where the works are located. This 
is example of the extent to which manufacturing in all 
departments will be developed, now that a highway to 
the groat West has been opened across the Alleghanies. 

The number of hides inspected in this market, an- 
nually, including Frederick, borders upon 500,000. All 
branches of trade connected with their manufacture, are 
highly prosperous, and steadih^ increasing. The great 
superiority of sole leather manufactured in the tanneries 
here, is evinced by the high price it commands. A large 
sale for Baltimore leather is found in the New England 
States, the lino of steamers from this port to Boston, 
taking large cpiantitios at ever}- trip. Ere long, a better 
line of policy will be pursued. Shoo manufactories will 
be established hero, sufficiently extensive to consume this 
immense stock, and supply the Southern and AYestern 
market Avith home manufactures. 

Sugar refining is a branch of l>usiness of recent, but 
gigantic growth. The two refineries established here, are 
conducted Avith great energy, and riA\al similar establish- 
ments in other parts of the country. Each of them is 



9Q 



supplied with the most approved modern machinery, and 
together they can turn out 1000 barrels per day, of the 
various grades of the refined article. They supply the 
demand, not only of this city and section, hut also a large 
portion of the Southern and Western market. This 
l)raneh of business is also a fair illustration of tlie suc- 
cess which would attend manufacturing here general!}', 
prosecuted with intelligence and vigor. 

The cotton mills in this city and section, consumed, 
last year, 40,000 bales of this staple. The business is 
highly profitable, and invites enlargement, to the full ex- 
tent of supplying the Southern and Western demand for 
cotton goods. The water-power is ample, and there is no 
reason why cotton should be transported to New England 
to be manufactured, an<l tlie f}il)ric returned hither for 
consumption. 

Wool is manufactured here to some extent. The re- 
ceipts at this port, annually, amount to about 1,500,000 
lbs., the greater part being of direct importation. 

Broad acres, all covered with brick kilns, which pro- 
duce In'icks of superior quality. Glass and earthenware 
are also extensively made. 

Tobacco is a production with Avliieli the name of ^lary- 
land has been identified ever since the settlement of the 
countr}''. While it is the great market for this staple, 
the manufccture of it has not been neglected, and is rap- 
idly increasing. 

Xo cities in the country has larger or more flourishing 
piano manufactories than Baltimore. The qualities of 
their productions are rapidly advancing them to a mo- 
nopoly of the market throughout the South. For price, 
elegance of model, beauty of finish, delicacy of touch, 
and elegance of tone, nothing further can be desired. — 
Those who wish to institute a comparison with those of 
Xorthern make, cnn do so at the various agencies estab- 
lished in the city. 

In regard to the mannfttcture of cabinet-furniture, 
similar remarks might be made. A very large capital 
is invested in this busijiess. and articles of all styles, fin- 
ish and prices, are furnished. 

The purchaser need visit no other market for carriages. 
The enterprising firms engaged in this business, can com- 
pete with any others in tlie country. The great demand 
for their productions, calls for extensive enlargement of 
this branch. We may say the same of saddle and har- 
ness manufactures. 



24 

The manufacture of clothing in this city, employs more 
hands than any other branch of business. The annual 
product of it is excelled in value by the flouring mills 
alone. It occupies some of the largest buildings in the 
city, and the flourishing condition of the business speaks 
well for the enterprise and intelligence that has directed 
it. The introduction of sewing machines has much 
facilitated it, and affords opportunities to extend it indefi- 
nately in all departments. In passing, we may remark, 
that agencies for the sale of these machines are estab- 
lished here. 

Ship-building is one of the heaviest branches of busi- 
ness pursued in Baltimore. From the depth of water at 
the Point, the principal ship-yards are located there, from 
Avhich have been launched some of the finest and fleetest 
vessels of the American marine. They are especially 
noted for beauty of model, and excellence of construc- 
tion. The name of "Baltimore Clipper" is synonymous, 
the world over, with all that is beautiful in naval archi- 
tecture, and perfect in the requirements of a staunch 
and well-appointed ship."^' 

Discerning men have perceived the advantages that 
Baltimore offers for the manufacture and sale of agricul- 
tural implements. In the neighborhood of an agricultu- 
ral region, where farms command $100 per acre ; in close 
communication with the South and West, where farming- 
is pursued upon a gigantic scale ; with a commerce ex- 
tending to the West Indies and South America, no place 
could be better located for an immense development of 
this branch of manufactures. The magnitude which it 
has attained, and the extension Avhich is promised, ar- 
gues well for the skill, energy and enterprise of those en- 
gaged in it. It now ranks among the leading pursuits of 
the city, furnishing employment to a large number of 
men, and remunerative investment to capital. 

The progress of agricultural science has awakened new 
interest in the subject of fertilization, and, as would rea- 
sonably be supposed, it has attracted great attention 
here. The result is, that this has become the great mar- 
ket in the country for Guano. Nearly 40,000 tons were 

•Since this article was written in 1858, the " TFmaw's Steamer'''' — a 
startling marine wonder, that promises to revolutionize the ocean navi- 
gation — has been developed, audits inventors are establishing the most 
extensive yard and Docks for building and sailing a projected fleet of 
them. These works are located in south Baltimore, near the deep water 
of the Patapsco, about one mile south of the city Basin, and a mile 
west of Fort McHenry. All strangers should see the " TFt'rjan's 
Steamer,^'' which is not among the least of the attractions of Baltimore. 



25 

brought to this port, last year, mostly from Peru. The 
rigid inspection Avhich it undergoes here, gives it a high 
character. Commodities of great excellence as fertilizers 
are extensively manufactured here. 

The completion of the Baltimore and Ohio Railroad 
has extended the oyster packing business to one of vast 
importance. Chesapeake oysters, so highly esteemed at 
home and abroad, can be produced in inexhaustible 
quantities, The quick transit which this road furnishes 
puts the West on a par almost with Baltimore, in the en- 
joyment of this delicacy. Extensive and growing estab- 
lishments are devoted to the packing business, which can 
be extended indefinitely. 

The flouring mills in this city and immediate neigh- 
borhood, employ more capital than any other class of 
manufactures. Capitalists and enterprising business 
men, have availed themselves of the fine mill sites which 
the streams afi'ord, and have pressed steam into their 
service. The product of these mills is immense. During 
the past year the city millers alone, took upwards of 
1,500,000 bushels of wheat, brought to this market. 

The whiskey trade is rapidly developing. The receipts 
of last year exceed those of the previous year 70,000 bar- 
rels, and of the year l^efore 120,000. The amount of 
trade in this article now reaches 300,000 barrels annual- 
ly. Of this, one-third is the product of city distilleries ; 
the balance is brought by railroad. In 1854, the receipts 
by the Baltimore and Ohio Railroad were 12,000 barrels: 
last year they reached 125,000 l)arrels. In 1850, 70,000 
barrels were shipped from this port to Boston, where it 
is gradually taking the place of rum. 

The Book trade is now beginning to assume a phase 
appropriate to a great and growing city. We point with 
pride to the evidence that the last year aifords, of the en- 
terprise connected with this lousiness, and the propor- 
tions it has already assumed. We can point, too, to the 
beautiful specimens of typographical skill manifested in 
works published here. The branches of trade related to 
this, stereotyping, engraving, lithography, and binding, 
are improving accordingly. 

All the various arts that subserve the necessities and 
luxuries of man, flourish here, as well as in any part of 
the country, when prosecuted with energy and intelli- 
gence. In addition to the few, specified above, there are 
extensive and prosperous manufactories of Hats and 
Caps, Drugs and Chemicals ; Silver Ware ; Marble, etc. 



2G 

etc., all Ijecoming rapidly extended, as demand requires. 
When the South and West shall have liecome better ac- 
quainted with the advantages which this market affords, 
both as regards facility of communication, and excellence, 
extent and variety of goods offered, our manufacturers 
will find profitable employment for all the capital and la- 
bor that they can command. Baltimore has immense 
advantages over New England in a manufacturing point 
of view ; by cheapness of living, salul3rity of climate, and 
proximity to a market. 

The Banking Capital of Baltimore, amounts to near 
Sl6, 000,000. The number of incorporated banks is 
twenty ; including six saving institutions. The issues of 
these are upon a firm Ijasis, and receive the entire confi- 
dence of the community. There is no bogus concern 
among them. 

The Fire, Marine and Life Insurance Companies, num- 
]jer twelve : in addition to these, there are agencies es- 
tablished here, for the principal insurance companies 
throughout the country. Besides the regular banks, 
there are extensive banking houses, whose reputations 
rest upon enterprise, capital and integrity. Exchanges 
can l^e purchased here, on any section. The Commercial 
agencies ramify every section of the country by their op- 
erations. Mail facilities are good ; and the several Tele- 
graph companies furnish reliable communication with 
all parts. Consuls of the various civilized states reside 
here. Papers from all parts of the country are found on 
file at the Exchange Reading Booms. The various com- 
panies engaged in developing the resources of the city 
and country, furnish reliable and remunerative invest- 
ment for capital. 

The numerous markets are Avell supplied with provis- 
ions from the surrounding country. The neighboring 
waters furnish abundance of wild fowl, and a great va- 
riety of fish. The cost of living is considerably less than 
in either of the large eastern cities. 

The city is lighted with gas, and well supplied with 
pure and wholesome water, from public springs and 
fountains. These are Avithin delightfully shaded squares, 
and enclosed by circular railings and covered l)y small 
open templets, consisting of columns suporting a dome, 
Avhich are quite ornamental. The chief svipply of water, 
however is derived from an elevated i')art of Jones' Falls, 
from which it is conducted, through an aqueduct, to two 
reservoirs, whence it is distributed by pipes. 



27 

The government of the city is in veiVahle hands ; and 
tlie police system has been re-organized so as to render 
it highly efficient, in securing good order, and safet}' to 
life and property. 

The places of amusement are not numerous. They 
present upon their stages, howeyer, all the best talent, 
both natiye and foreign. Courses of lectures are provid- 
ed, in Avhich appear the most brilliant speakers that the 
country affords. The Masons, Odd Fell(»v\'s and various 
other orders maintain healthy organizations. The Ho- 
tels are sufficiently numerous, and furnish generous en- 
tertainment to the traveler and sojourner. 

The Public School system of Baltimore has kept pace 
"with the asre. The central hvAi school ; the female high 
school ; 20 grammar schools and 40 primary schools, fur- 
nish to all, facilities for education, as varied, extended 
and thorough, as are found in any public schools in the 
country. This system has been fostered and developed 
with great care, and under the able management of ca- 
pable and pul)lic spirited men, is an honor to the city, 
and furnislies a strong attraction for residence here. 

The colleges and numerous private schools are second 
to none in the Union, for the thorough scholarship, ele- 
gance of manners, and the high tone of morality, which 
they impart. Besides their value to Baltimorcans, they 
offer to the South and "West as great facilities for educa- 
tion, as can l)e found in any city at the north. The 
Medical and the Dental Colleo-es are among the first in the 
countr}'. 

The heads of the various Churches are shinino; lio-hts 
m the world, and bright patterns of christian excellence. 
The 143 churches, chapels, meeting houses and syna- 
gogues, which it numl)ers, eml)race all denominations in 
Christendom. The Baltimorcans being decidedly a 
church-going people, these places of worship are gener- 
ally well attended. The charities emanating from them, 
pervade the entire city, and l)ut few can be found entire- 
ly beyond the pale of them all. Entire toleration is 
practiced. 

The Bar ranks higher than any other in the country. 
The present chief justice of the United States, and the 
several cabinet officers that have been selected from it, 
are fair representatives of its ability. The Medical pro- 
fession, however, is not second to it. The lecturers and 
demonstrators, which it furnishes to the Maryland Uni- 
versity of Medicine, are evidence of that talent it embra- 
ces. The Dental corps of this cit3- rivals the medical 



28 

faculty, and the profession of dentistry has here some of 
its brightest ornaments. The Dental College offers all 
the advantages that any similar institution affords. 

We regret that our space will not allow us to speak 
more fully of the various humane, scientific, and literary 
institutions with which the city abounds. The Mary- 
land Institute is without a peer in the world as regards 
its efficiency in promoting the Mechanic Arts. The 
Manufacturers and Mechanics' Exchange, in the Sun 
Iron Building, is a place where strangers and others can 
gain information in reference to all departments of busi- 
ness. The bequest of $600,000 by Moses Sheppard, to 
found an asylum for the insane poor, and the recent 
munificent donation by Mr. Peabody, of $300,000, to es- 
tablish an institute for the diffusion of knowledge and 
the cultivation of taste, places Baltimore in the front 
rank in respect to what constitutes the highest glory of 
a people, and will render it the center from which light 
will radiate throughout the country. 

In Baltimore, there are many objects of interest to 
strangers : Battle Monument in Monument Square, erect- 
ed in commemoration of the defence of the city, and 
those who fell in that defence, and Washington Monu- 
ment, are interesting objects. The latter stands upon an 
eminence 100 feet above tide-water, and being itself 200 
feet high, commands an extensive view of the city, the 
harbor, the river, and the surrounding country. The 
Cathedral, Calvert and Camden street Stations, Md. In- 
stitute Hall, city springs, public squares and cemeteries, 
are among the objects of special interest. The drives 
are delightful ; the capitol of the country is within an 
hour-and-a-halfs ride. AYe should be pleased to enter 
into details concerning the various points upon which we 
have so cursorily touched — giving names and localities ; 
historical reminiscences and characters ; introdvicing our 
leading men in literature and other pursuits. But this 
must be deferred. 



29 



PLACES AND OBJECTS OF INTEREST THAT 
OUGHT TO BE VISITED. 

As most of the guests of the Baltimore and Ohio Rail- 
road, on this occasion, will be straugeis in Baltimore. 
and, with the habitude of the Editorial craft, will be 
anxious to see and learn as much as possible of the city 
during their stay, it has been thought desirable to make 
a brief recapitulation of the principal places and ob- 
jects of interest to which their attention may be most 
jDrofitably directed. 

1. The Washington Monument, on North Charles 
street, may appropriately head the list. The monu- 
ment itself, chaste, noble and grand, will always excite 
the admiration of the beholder, whilst from its upper 
balcony can be obtained one of the finest views of the 
city and adjoining country. Immediately surrounding 
the Monument will be found the p<^r excellence fashion- 
able quarter of the city ; Mount Vernon and AVashing- 
ton Places being the grand focus. The beauty and ele- 
vation of the location, and the concentration there, in 
great numbers, of dwellings of the most costly and 
ornate character, renders the vicinity one of the most 
beautiful that any of our American cities can boast. 
Prominent among the buildings near the Monument 
will be seen the fine white marble structure in course of 
completion for the Peabody Institute. 

2. Public Institutions. Under this head the atten- 
tion of the visitor is directed to 

The Athen^um building, located at the intersection 
of St. Paul's and Saratoga streets, three squares north of 
Baltimore street. The building is occupied by the 
Maryland Historical Society, the Library Company of 
Baltimore, and the Mercantile Library Company. 

The Maryland Institute, located on Baltimore St. 
A fine and commodious building, containing one of the 



30 

largest halls in the Union, Avith adjoining Library, 
School, and Apparatus rooms, and all the facilities for 
the prosecution of its important work, the "Promotion 
of the Mechanic Arts.'^ The Institute is one of the 
great features of Baltimore, and our guests should not 
fail to visit it. 

The Jail, one of the largest and most complete struc- 
tures of the kind, and the State Pexitentiary, may in- 
terest those who desire to inspect these unpleasant ne- 
cessities of civilized life. These Institutions are loca- 
ted on Madison street, a few squares east of the Monu- 
ment. The House of Kefuge, on the extreme western 
side of the city, a fine building, and a reformatory in- 
stitution that is doing an excellent work in reclaiming 
juvenile offenders ; and the Maryland Hospital for 
the Insane, on the eastern ^burb of the city, will com- 
pensate Tin inspection by those who have the time and 
opportunity at command. 

The large and imposing building on Bowly's Wharf, 
built for the use, and now in the occupancy of the Corn 
AND Flour Exchange, will give the visitor a good idea 
of the extent and importance of this branch of the city's 
trade. The main hall, used for the purpose of the Ex- 
change, is one of the largest rooms in the city, and ad- 
mirably adapted to the transaction of business. A call 
there during business hours, from 10 to 12 A. M., 
when high 'Change is in progress, will interest the stran- 
ger. In the same direction a stroll may be taken through 
the Merchants' Exchange Building, on Gay and Lom- 
bard Streets, South of Baltimore. The Custom House 
and Post Office together occupying this building. In the 
adjoining bviilding will be found the Merchants' Ex- 
change Heading Rooms, and the Provision Dealer's Ex- 
change. 

3. The Churches of the city are too numerous to 
be specially mentioned, but will in many instances pre- 
sent themselves to attention. The Cathedral, whose dome 
and minarets appear to the South of the Washington 



31 

Monument, is always open to inspection, and as a speci- 
men of architecture and internal decoration, is worth 
a visit. The splendid edifice of the First Presbyterian 
Church, on Park and Madison Streets, and St. Alphon- 
sus' Church, on Park and Saratoga Streets, are also 
attractive. 

4. The Steam Fire Department, and the Fire axd 
Police Alarm Telegraph, are city institutions that the 
visitor should not neglect to see. One of the Steam 
Engine Stations is one square East of Barnum's Hotel, 
another ones quare West of the Eutaw House. The prin- 
cipal office of the Fire and Police Alarm Telegraph is 
on Holliday Street. 

4. The Wixans' Steamship, known throughout the 
country as ''the cigar ship,'' an account of its resem- 
blance in form to a good Havana, is the curiosity of 
Baltimore and should be seen by all. It lies at the 
wharf of the Messrs. Winans' extensive Ship Yard on 
Light Street extended, a ride to which will also exhibit 
a pleasant part of the suburbs of Baltimore. 

5. The Wharves, Shipping, &.q. The Wharves ex- 
tend all along the Southern part of the city, from Light 
street to Canton. The principal shipping lies at Fells' 
Point, and may be conveniently reached by the City 
Passenger Cars. From Fell's Point the trip may be ex- 
tended, by Ferry boat, across to Locust Point, where the 
coal wharves of the Baltimore and Ohio Railroad are 
located. 

G. Fort McHexry, at the extremity of Whetstone 
Point, is the only fortification Baltimore possesses, and 
is famous for the stout and successful resistance made 
there to the attack of the British fleet during the war of 
1812. A visit to this place may be conveniently made 
in connection with the inspection of the Winans' steam- 
ship. 

7. Going beyond the city, the New Wa'ier Works 
will agreeably occupy an afternoon trip. The great 
lake, covering 150 acres of ground, and the massive dam 



32 

across Jones' Falls, though both in an incompleted state, 
are worth seeing. They may be reached by the cars of 
the Northern Central Railroad, or by carriage via" the 
Falls road, the route presenting some of the finest rural 
scenery about Baltimore. 

8. Miscellaneous. There are many other objects of 
interest to which the attention of those determined to 
thoroughly see Baltimore might be directed. A visit to 
the Mount Clare depot of the Baltimore and Ohio Rail- 
road, to the many and extensive manufacturing estab- 
lishments which cluster around the city, an excursion 
down the magnificent Chesapeake Bay, and a drive out 
Charles Street Avenue, where of a fine afternoon Young 
America exhibits itself and fast horse flesh, with other 
points of attention might be suggested, but the hints we 
have given may perhaps suffice. 



THE BALTIMORE PRESS ON THE EDITORIAL 
EXCURSION. 

From the Baltimore Sun, of March 15, 1860. 

THE CONTEMPLATED EDITORTAL EXCURSION. 

It has already been announced in these columns that 
the Baltimore and Ohio Railroad Company had determin- 
ed to extend an invitation generally to the editors through- 
out the West to pass over and examine their road, and visit 
the cities of Baltimore and Washington. The affair will 
culminate about the middle of April, or later, and the extent 
and nature of the preparations in progress give assurance 
that the idea of complimenting the fraternity in this way 
will prove a great success. The arrangements do not 
only contemplate an excursion upon the Baltimore and 
Ohio Railroad, but through the influence of that company 
it has been made to include all its numerous connecting 
lines, river and railroad, throughout the vast regions 
embraced in its ramifications. Thus, invitations to the 
editors of the Galveston, (Texas,) and Leavenworth City, 
(Kansas,) journals would bring the holders over the en- 
tire route between their homes and the Federal Metro- 



33 

polis. The numerous connecting lines of the Baltimore 
and Ohio Railroad have united most cordially with that 
line in extending this peculiar and comprehensive com- 
pliment to the "fourth estate" of the Union. 

The States whose editors will be embraced in the invi- 
tations, are the folloAving: Northwestern Virginia, Ohio, 
Indiana, Illinois, Southern Michigan, Wisconsin, Iowa, 
Minnesota, Missouri, Kansas, Nebraska, Central and 
AYestern Kentucky, and Tennessee, Western Alabama, 
Mississippi, Louisiana, Texas and Arkansas. The entire 
list of the editorial fraternity in this vast region, will, of 
course, present a large number, but it can hardly be ex- 
pected that more than one half of them — hard workers 
as they are — can find it convenient to accept the invita- 
tion. Even with this proportion, hewever, the attendance 
will be very large, and the occasion will be one of much 
interest to the cities of Baltimore and Washington, as 
well as to the transportation lines who have united in it. 
To that vast proportion of the editorial fraternity in the 
West who may not have already inspected our great work 
of internal improvement, the coming aifair ofiers an ad- 
mirable opportunity to do this under the most favorable 
auspices, and at the most pleasant season of the year. 
It is understood that the invitation tickets will be good 
for a month or more from about the middle of April. 
This will permit the holders to visit Washington during 
the session of Congress, while the general attraction 
there is at its height. 

Special trains will be provided at Wheeling and 
Parkersburg, leaving those places in the morning, so as 
to afford the best opportunity of viewing the engineering 
and natural wonders of the mountain divisions of the 
line by daylight, and after stopping over night at Cum- 
berland, about midway between the Ohio river and Bal- 
timore, proceed to this city or AVashington on the follow- 
ing day. At Washington a most interesting compliment 
is said to be in store for them, in the way of a visit to 
Mount Vernon, provided by the enterprising proprietors 
of the steamboat line, which has proven such an accom- 
modation to the public in facilitating their inspection of 
the home of Washington. 

The company, which will number about three hundred 
editors alone, will embrace some of the most notable 
members of the profession. The cities of Cincinnati, 
Chicago, Indianapolis, New Orleans, Vicksburg, Nash- 
ville, and other towns of the West and Southwest will 
send full delegations. 



34 

The invitations are in the shape of circular letters, and 
they will be forwarded in a few days to those for whom 
they are intended. 



I From tlie Baltimore American, March 29, I860.] 

THE AVESTERN EDITORIAL EXCURSION TO 
WASHINGTON AND BALTIMORE. 

The arrangements for this extensive and liberal affair 
are progressing under considerable enthusiasm and a 
general appreciation expressed in advance of the occa- 
sion. There is a peculiar fitness in this excursion, in view 
of the fact that the Baltimore and Ohio is the only direct 
railroad line that connects Washington city with the 
AYestern States. Although this great road has been 
working through from the Ohio river since 1853, it is only 
within a few months past that it may be said to have be- 
come fully completed. For a long time after its opening, 
the temporary engineering structures and the rugged un- 
finished tunnels formed serious obstacles to the prompt 
and satisfactory working of trains, and gave more or less 
alarm and dissatisfaction to the trayeller. Now, however, 
that these difficulties are removed by a thorough and solid 
arching of every tunnel, and by the erection of splendid 
iron bridges and other massive and durable structures, 
the road presents, in addition to its attractive scenery and 
careful management, every inducement for a much ex- 
tended travel between the East and West. As it has 
been so fashionable in the far West and Southwest, — es- 
pecially for interested agents of other lines — to discredit 
the character of the Baltimore and Ohio road, it is hoped 
that the visit of our editorial brethren from those regions 
will, after their personal inspection, do something to- 
"wards dissipating this feeling. 

We have learned that some little embarrassment has 
been felt by the railroad officers here in getting an en- 
tirely reliable list of the newspapers in actual existence, 
to enable them to give their invitations the liberal range 
which the Company contemplates. With those published 
in the large cities, this difficulty is of course compara- 
tively slight, but in the rural districts of most of the 
States there are no doubt many excellent "home" jour- 
nals which even the proverbial industry of the Baltimore 
and Ohio Company and its connecting railroad friends 



35 

in the West may not succeed in discovering. But even 
■with this draAvback, we have learned that the list of in- 
vitation now embraces the formidable array of some 
twelve hundred or more veritable and actually existing 
newspapers. In our sister State of Ohio alone, the number 
is said to reach two hundred or more. As the time for 
which the invitation tickets are valid has the range of 
two months — from the 15th of April to the 15th of June 
— it is probable that a large number of the Editors will 
be able to visit Washington and enjoy a good look upon 
the assembled wisdom of the country, and the many oth- 
er attractions of that rapidly improving national centre. 

As Baltimore comes in their way, we shall expect to 
see a host of the fraternity here. They will be heartily 
welcomed, and will, we are sure, find a great deal to in- 
terest them in our Monumental City. We would suggest 
to the railroad officers that each of these incoming Editors 
be furnished in advance with a printed memorandum of 
our notable objects, in order to facilitate them in under- 
standing the manifold attractions which await them here 
on a careful inspection. 

To afford a better idea of the scope of this invitation, 
we append the following extracts from an advance copy 
of the circulars of invitation Avhich are now about to be 
issued: 

" Sir: — Recognizing the services which the Press of the 
Western States has rendered in advancing the railway 
interests of the countr^^ — and desiring to enable them to 
judge, by personal inspection, of the advantages of this 
route between the East and West, (which is the only 
through line direct to Washington,) the Baltimore and 
Ohio Railroad Company and its connecting lines in the 
West, wish you to accept this invitation for yourself and 
lady to visit the Capitol of the Union and the Home and 
Tomb of Washington, (as well as the city of Baltimore,) 
during the present session of Congress. 

" You will observe that the privilege is good for the en- 
tire route from to Washington City, (and Mount 

A^ernon,) which is one of the Eastern termini of this 
road. The names and termini of the connecting lines 
West of us, by whose courtesy we are enabled in par, to 
offer you this privilege, may be fwund on the next page 
of this circular, and also on the back of the ticket en- 
closed. 

" It is proposed that, as far as possible, all who accept 
our invitation shall travel over the Western portions of 
the Baltimore and Ohio road by daylight, in order that 



36 

they may more fully realize the grandeur of the country 
through which it runs, as well as the success with which 
extraordinary natural obstacles have been overcome in 
building this solid highway through the passes of the 
Alleganies/' 

This circular also explains that a special train will 
leave the Ohio river on Friday, May 4, for such of the 
guests as can make it convenient to reach Wheeling at 
that time, the Company requiring notice, in advance, from 
them to that eflfect. The circular is signed by John W. 
Garrett, President ; W. P. Smith, Master of Transpor- 
tation ; L. M. Cole, General Ticket Agent : and E. F. 
Fuller, General Western A2;ent, connected with the 
through passenger business of the line. 

On the back of the circular is the foUowino; agree- 
ment : 

January, 1860. 
"The undersigned, on behalf of their respective Com- 
panies, hereby agree'to join the Baltimore and Ohio Kail- 
road Company in the tender to Western Editors of a Com- 
plimentary Ticket to visit Washington city and Balti- 
more, during the present session of Congress ; and the 
circular of invitation issued for that Company for its own 
line and connections, will be recognized over our lines, 
according to the plan and the purposes expressed there- 
in." 

This is signed by Messrs. Jewitt, AVright, Orland, 
Smith, Clement, Lord, Bowler, Newman, Morris, Peck, 
Griswold, Sherlock, Durand, Gamble, Crothers, Arthur, 
Lilly, Bradley, Gill, Bicker, Rice, Cruger, Williams, Jr., 
Blakesley, Hayward, Stockwell, Jr., Barlow, Moulton, 
McKissock, Macy, Brandt, Jr., Latimer, Nelson, Frost, 
and Tate, representing nearly forty of the leading rail- 
way connecting lines of the West and Southwest, and 
also the popular mail line of steamers between Cincin- 
nati, Louisville and Memphis. To all this is added the 
signature of Joseph Bryan, President of the Washington 
and Mount Vernon Steamboat Company, who has gener- 
ously offered to take the etiitors to visit the tomb of 
Washington while sojourning in the national metropolis. 
NotAvithstanding the full list of important lines embraced 
in the above enumeration, a note is appended to this 
agreement to the following effect : 

"Besides the foregoing, it is believed that several others 
of our important connecting lines will cordially join in 
this invitation and recognize the enclosed ticket. Owing 



37 

to the difficulty of our conferring in person with the offi- 
cers of some of the lines not embraced in this list, their 
names were not obtained in time for our purpose.'^ 

To those of our people who have not learned to appre- 
ciate the vast extent of the railroad interest of the coun- 
try, or of our own great line to the West, this programme 
will afford some idea of the extensive ramifications of 
the system, as it has now become developed. When a 
few of our own citizens privately convened, but one 
short generation ago, to inaugurate the Baltimore and 
Ohio road, there was not a mile of railway in existence 
anywhere in the world for general purposes. Now it is 
estimated that in the United States alone there are some 
twenty-five thousand miles of completed road in actual 
use, costing the frightful sum of nearly ten hundred 
million of dollars. 



[From the Ealtimore Patriot, of April 11, ISm] 

THE PRESS R'AILROAD EXCURSION. 

Our exchanges from the west and southwest come to us 
bearing evidence of a proper and lively appreciation of 
the compliment tendered the fraternity by our own great 
work of internal improvement — the Baltimore and Ohio 
Railroad, and the principal and leading roads of the Avest 
and southwest, in so generously affording them not only 
the opportunity — but offering inducements for them to 
commingle together in a spirit of fraternity at the capitol 
of one Republic, and at the same time of visiting the 
sacred spot where lies entombed the honored dust of the 
immortal Washington, 

We congratulate them upon this attestation of the high 
estimate in which they are held by the direction of the 
several roads who have joined in this novel affair of 
bringing together some twelve to fifteen hundred of our 
brethren of our quill, (including Mrs. Swisshelm,) from 
a territory embracing more than one half of the entire 
country. 

This editorial excursion may, upon first thought, le 

recognized as alone calculated to bring directly to the 

atV'ntion of the people of the West and Southwest, 

t;^ ough their ncAvspaper representatives, who will par- 

icipatc therein, the magnitude and importance of that 

4 



38 

connecting link between our National Capitol and the 
great AVest — the Baltimore and Ohio Railroad — but it is 
capable of furthering other important ends, and we trust 
the opportunity may be seized upon by our business men 
for thereby promoting the interests of Baltimore, and 
consequently their own. This can be done by their 
taking such action as Avill induce our editorial brethren 
who may join in this excursion to visit this city, and re- 
main here a sufficient time to acquaint themselves with 
her importance as a commercial mart, as also a manu- 
facturing city ; while the best results would ensue from 
their socially communicating with our people, and in- 
specting those objects of nature and art and historical 
interest with which Baltimore abounds. 

From some of the notices wdiich have appeared in our 
exchanges, we infer that the idea prevails wnth many 
that it will be necessary that they should be in Wheel- 
ing to take the especial excursion train there on the 4th 
of May, but this idea is erroneous, as the tickets sent 
out provide for a free transit over the several roads inclu- 
ded, between the 15th of the present month and the 15th 
of June next, so that persons receiving such tickets can 
make the trip at leisure, and it would therefore, perhaps, 
be more pleasant for them to make it in small parties 
from their immediate localities, and make the general 
rendevouz in AYashington from the first to the middle of 
May — which, we believe, is now contemplated by a large 
number of those who have received "the ticket." 



39 



[From the New Orleans Picayune.] 

BALTIMORE AND OHIO RAIL ROAD. 

Ilhtory of the Worh — Interesting Reininiscences — Ex- 
tent of the Road and its Branches — Value of the 
StocJt' — Trij) over the Road — Scenery, (&c. 

Special Correspondence of tlie Xew Orleans Picayune. 

Baltimore, August 8, 1859. 

During the latter part of last mouth I made a trip 
over the Baltimore aud Ohio Railroad, from this city 
to Wheeling and back. The season was peculiarly 
pleasant and well suited for such a tour. Nature was 
in her most luxuriant foliage, and I enjoyed the ad- 
vantage of beholding, in all its sublime majesty, beau- 
ty and grandeur, the variegated scenery for which 
this route is so justly celebrated. 

Before entering on a description of scenery, particu- 
larizing incidents of my journey, as this was the first 
great enterprise of its kind in our country, it may be 
well to give you a brief history of its rise, progress, 
&c. I trace the incipient movements which led to the 
outworking of this mighty enterprise as far back as 
the year 182G. At that period, the system of canals 
which had materially progregsed in Pennsylvania and 
New York, and was still progressing with much vigor, 
seriously diverted a large portion of Western trade — 
that of the Ohio and Mississippi valleys — previously 
enjoyed by Baltimore, to the cities of Philadelphia 
and New York. It became, in fact, apparent that, 
without some extrordiuary effort, the lapse of a few 
more years would find us wholly shorn of this invalu- 
able source of commercial wealth. 

The subject therefore became one of momeutuous 
importance to the whole community. But the first to 
agitate and give it serious thought were Philip E. 
Thomas, Esq., an opulent Quaker merchant, and Geo. 
Brown, son of the distinguished merchant, Alexander 
Brown, and partner in the house of Alexander Brown 
& Sons, at present Brown, Brothers & Co. Both these 



40 

gentlemen are still living. * A meeting of our mer- 
chants and leading men subsequently assembled to con- 
sider the matter. An able report was read and adopted, 
recommending "the building of a railway to connect 
the waters of the Ohio and those of the Chesapeake." 
A committee of twenty-five prominent men was also 
appointed to liiy the subject before the Legislature. 
This was successful, and an act of incorporation was 
obtained. Of this committee there now survive but 
four, viz : Thomas Ellicott, Philip E. Thomas, nearly 
ninety years old, Gren. B. C. Howard, and John B. 
Morris, Esq. Hon. John Y. L. McMahon, who still 
ranks high on the list of our legal profession, also ren- 
dered great service in this great work. 

The construction of the road was commenced on the 
4th of July — an auspicious day — in the year of our 
Lord 1828. This was signalized by one of the most 
imposing processions, military and civic, ever seen in 
Baltimore. It was a truly magnificent spectacle. All 
business was suspended, and every eye turned to gaze 
upon the scene. I remember it distinctly, though but 
a small boy at the time. The first stone was laid by 
the venerable Charles Carroll, of Carrollton, then over 
ninety years of age. This was done on the south- 
western line of the city. It was, and still is, a mem- 
orable spot. After the venerated Carroll had gone 
through with his ceremony of formally commencing 
the work in presence of a vast multitude — laying the 
first stone — addressing himself to his friends, he made 
use of these memorable words : "T consider this among 
the most important acts of my life, second only to my 
signing the Declaration of Independence, if, even, it be 
second to that." Mr. Carroll continued a firm, unwa- 
vering friend of this road to the close of his life, and 
had the pleasure of seeing it in operation, I believe, 
as far as Cumberland, Md., and of riding thereon. He 
also saw the same enterprising spirit caught up by 
others, and different roads of a similar character put 
into practical working. 

*Mr. Brown lias died since tliis was publisliod. 



41 

On the Ttli day of July, three clays after laying the 
corner stone, the definite location of the road^vas com- 
menced. The enterprise progressed slowly, encounter- 
ing difficulties naturally resulting from the want of a 
president, and, most of all, experience, until May 22, 
1830, when the first section of the road^ from Balti- 
more to Ellicott's Mills, a distance of some twelve miles, 
was put into operation. The cars ran daily, and thou- 
sands were induced to ride on them from curiosity. 
This, therefore, was the first railroad in our country, 
and almost in the world, that was put into practical 
use for the conveyance of passengers, demonstrating 
satisfiictorily the utility and feasibility of such a mode 
of conveyance. Persons came from distant parts of 
the country merely to enjoy the privilege of a ride. 
Among these strangers were Baron Krudener, Envoy 
from the Emperor of Russia, and his suite, who made 
an excursion on the sailins: car, managins: the sail him- 
self. Returning to his sovereign, he narrated the par- 
ticulars of his trip, adventures, &c.; spoke of the en- 
tire practicability of railwa}^ conveyance, as demon- 
strated by his brief acquaintance with this route, and 
so favorably impressed the Emperor as to cause him to 
entertain the project of constructing railways in Russia. 
Soon after, His Majesty sent to this country to secure 
the services of Thomas Winans, Esq., son of Ross 
Winans, merchant of this city ; and hence the contract 
with Mr. T. Winans, by which he has become a mil- 
lionare, to equip and work the great Moscow and St. 
Petersburg Railway. Thus, you will perceive that 
America, and the Baltimore and Ohio Railroad, are 
entitled to the praise of having induced nations of the 
Old World to emulate their example in outworking en- 
terprises of internal improvement^ which have no par- 
allel in point of gigantic results. 

As the Baltimore and Ohio Railroad is now com- 
pleted, and stands prominent among the great works of 
our country — may we not say of the world ? — it may 
prove interesting to give a brief outline of some of its 
most prominent features. In the first place it involves 
a capital stock of nearly, or quite thirty-two millions 
4- 



42 

of dollars ! This, however, might have been materially 
reduced had it not been an experimental work. The 
length of the main line of road between Baltimore and 
Wheeling is 379 miles ; that of the Washington branch 
30 miles ; branch from Mount Clare junction to Lo- 
cust Point shipping stations 3 miles ; Monocacy branch 
to Frederick 3 miles ; Northwestern Virginia road, 
from Grafton on the Main Stem (279 miles from Bal- 
timore) to Parkersburg, on the Ohio river, 104 
miles. Total length of first branch 519 miles. — 
Length of second track (including 196 miles sidelings) 
on the main stem, 212 miles. Total present length of 
the road owned and worked by the Baltimore and Ohio 
Railroad Company, 745 miles. To this may be added 
the following local tributaries : Winchester and Poto- 
mac railway from Harper's Ferry to Winchester, Ya., 
32 miles ', also the several roads traversing the coal re- 
gions 45 miles. Making a total of 822 miles. The 
heaviest permanent grade per mile is 116 feet; the 
heaviest temporary grade, worked with a locomotive, 
520 feet per mile; longest continuous grade from 
Piedmont to Altamont, 17 miles; greatest altitude of 
the road above tide water 2620 feet; weight of rail 
per lineal yard on main and second track, 55 to 85 
jDOunds; number of locomotive engine houses and 
shops, 57 ; aggregate number of stalls for locomotives, 
230 ; number of machinery and car repairing stations, 
12 ; repair shops, 33 ; water stations on the main stem, 
79 ; on the Wasshington branch, 4 ; and Northwestern 
Virginia Road, 15 ; telegraph stations, 30, and two 
lines of wires ; number of tunnels between Baltimore 
and Wheeling, 14; total length of tunneling, 12,694 
feet ; number of bridges between Baltimore and Wheel- 
ing, 186; total length of bridging, 15,088 feet. 
Freight in 1857, 895,401 tons. The number of offi- 
cers and employees now engaged on this road is about 
4900 persons. 

I might present your rexiders with numerous other 
detailed statistics, which would prove interesting, and 
perhaps useful, especially to persons engaged in rail- 
road matters, but these must suffice. 



43 

For a long series of years, in consequence of so ex- 
traordinary an outlay to build it, the road did not pay 
any dividend or make any return whatever to the stock- 
holders. The par value of the stock is one hundred 
dollars per share. It now commands about $56. I 
recollect many years ago, when it could be had at $28 
to $80. W^hen the road was first opened through to 
Wheeling, it rose for a day or two to $98@$100, but 
afterwards gradually fell back to $65@$70 and $80. 
Since then there have been various fluctuations, as cir- 
cumstances occurred to depress or elevate the stock. 
It is now substantially worth more than $56, the cur- 
rent rate, as regular semi-annual dividends of 3 per 
cent, are declared. My own impression is, that the 
time is coming when, under the admirable manage- 
ment of Mr. Grarrett, its President, the stock of this 
company must assume a much more stable basis, and 
reach a decidedly higher point. There is no reason 
why such should not be the case. "^^ 

The annual gross income of the road, in good times, 
when business throughout our country was flourishing, 
has been nearly or quite five millions of dollars. It is 
now about three and a half to four millions, with hope- 
ful prospects of a steady increase. The pressure of 
1857 and '58 operated adversely to this as to all other 
railways, and caused the necessity of a rigid econoni}', 
which is still being observed with a salutary efiect. A 
year or two hence, with trade increasing, as it prom- 
ises to do, and the vast resources, necessarily tributary 
to this gigantic work, both in passenger travel and 
freight, its friends sanguinely — and I think justly — 
look forward in anticipation of a most healthful and 
satisfactory issue. It is, and ever must be the only 
economical, expeditious and most commanding route 
or channel between the North and West. As the laws 
of trade are immutable, accommodating themselves to 
cheapness, economy, expedition and convenience, and 
this work meets all these prerequisites, defiant of com- 
petition, the period must come when it will command 

'■'The Stock now (April, 1850,) stcadil3' ranges above §70 per share. 



44 

business commensurate with whatever capacity there 
may exist to meet existing wants. 

When we contemphite the tributaries of this road, 
connectino' as it does with the Central Ohio and the 
waters of the Ohio river, thus inviting trade and trav- 
el, and freight, from those mighty regions of the West; 
intersecting in like manner the waters of the Chesa- 
peake on the seaboard, and an unbroken chain of 
railway penetrating every section of the North and 
East, as also the Northwest — passing itself, too, thro' 
a country rich in agriculture, and exhaustless in min- 
eral wealth, forming, as it were, the great central ave- 
nue between the East and the West, it is impossible 
to reach any other conclusion than that its destiny is 
upward and onward. By means of the Ohio and Mis- 
sissipi Railway, it forms an unbroken and almost bee 
line to St. Louis, reducing travel to the short space of 
forty-eight hours between our Monumental Metropolis 
and that point. Thus we have opened to us the great 
valley of the Mississippi, as have its inhabitants our 
vast seaboard and all its facilities. Who need pause 
for a moment to behold the maonitude of such a 
work ? 

I have now given you, briefly as possible, a tolerably 
intelligible outline of the commencement, progress and 
present condition of this gigantic enterprise, which, of 
its kind, stands unrivaled in our country, and is se- 
cond only to the New York Central in magnitude and 
importance. I may, therefore, be excused for digress- 
ing somewhat, to describe, more particularly, my re- 
cent journey to Wheeling and back, noticing scenery, 
&c., for which the route is distinguished above all 
others in the United States — may I not with propriety 
say, in this or any other country ? It is, in fact, a 
complete panorama of wildness, beauty, and sublime 
grandeur. Scarcely a point where the eye is not 
charmed, and the powers of admiration held spell- 
bound, at beholding art and nature blended in all 
their imposing aspects. 

Accompanied by a friend, I left Baltimore, com- 
fortably seated in an excellent car^ about half-past 



45 

seven o'clock in the morning. Our conductor, J. T. 
Steele, Esq., was especially polite and attentive. He 
spared no pains to render our ride pleasant, and was 
particularly attentive in aiFording us, from time to 
time, information concerning' the country we passed 
through. Mr. Steele goes upon the principle of total 
abstinence, whilst in the discharge of his duty. He 
touches not, tastes not, handles not the intoxicating 
draught, alleging as a reason the necessity for a con- 
ductor, upon whom rests so much responsibility, and 
so many lives, keeping a clear head, steady hand and 
stout nerve. Once giving way to temptation, might 
beget a second dereliction ; that a third, ending, per- 
chance, in some dread calamity. The safest plan, 
therefore, he thought, was to be on the safe side, and 
drink nothing but pure water, Mr. Glarrett, I am 
told, rigidly exacts sobriety from all his subordinates, 
and the result is good management, with a remarkable 
freedom from accidents of every kind. Mr. Steele 
told me he had been running over four years on the 
road, and never had a mishap, very seldom being, 
even out of time. Sobriety among railroad employees, 
conductors especially, is a matter of infinite moment, 
not only in securing the confidence of the traveling pub- 
lic, but in carrying out all appointments necessary to the 
success of such works. It should be a sine qua non 
with all managers of institutions like these to take into 
their employ none but men of sober habits. 

The general aspect of this route from Baltimore to 
Wheeling, on the Ohio river, crossing the xllleghanies, 
has heretofore been so graphically and minutely de- 
scribed, that any particular description by me, if even 
accurate, would prove too elaborate, and at best, fall 
short of what my friend Brantz Mayer, Esq., has al- 
ready written, to say nothing of Willis and other pol- 
ished writers. To travelers fond of natural scenery in 
all its wildest sublimity and beauty, there is, perhaps, 
no other railway route in our country, nor indeed in 
any part of the world, so full of attractions. Scenery 
of every character presents itself, from the variegated 
landscape to the rugged mountain cliff". From Balti- 



46 

more to Frederick, a distance of some forty-eiglit miles 
we have a rich, fertile country, in many parts beauti- 
fully cultivated. Along the Patapsco river there are 
some bold declivities and picturesque valleys. In the 
vicinity of Ellicotts Mills are numerous cotton factor- 
ies in active operation, which consume annually about 
forty thousand bales of your Southern staple, affording 
employment to a large number of operatives. Besides 
these are several iron establishments, all of which give 
to the place a thriving, industrial aspect. Harper's 
Ferry, distinguished for its national armory, is the next 
prominent point of attraction. Here the rivers Shen- 
andoah and Potomac meet and mingle their waters, 
passing off through that stupendous gorge of the Blue 
Ridge, to unite with old ocean. The scenery is sub- 
limely grand, and as Mr. Jefferson once said, worth a 
visit across the iVtlantic to behold. Above rise moun- 
tains, bathing their bold summits in the clouds, upon 
whose rock ribbed pinnacles may be seen nestling ea- 
gles flapping their unfettered pinions in freedom's sun- 
lit ether. Beneath is the chasm, cut through an awful 
barrier, which yawns and frowns in stern defiance, as 
the mad waters leap in cascade, foam and spray, pass- 
ing headlong in wild triumph, seeking their all absorb- 
ing kindred element. Jefferson was right in his esti- 
mation of this scene. 

Passing from Harper's Ferry, we are borne along 
the Potomac through the ravines, vales and widened 
plains, with here and there a mountain barrier, offer- 
ing at intervals exquisite distant views. An object 
en route, noted for its historical antiquity and revolu- 
tionary reminiscences, is old Fort Frederick, near the 
town of Hancock. This was built under the direction 
of Gen. Washington, and was then on the frontier set- 
tlement. We sped onward, and after an agreeable 
ride found "ourselves in Cumberland, a town of some 
ten thousand inhabitants, located in a small basin or 
valley, at the base or commencement of the Alleghany 
range of mountains. This place is rendered thriving 
and active from the vast coal trade it commands. Leav- 
ing Cumberland, our course was through deep gorges 



47 

and valleys, penetrating at every turn farther into tlie 
mountains, reaching Piedmont, a station at the base of 
the first prominent mountain. Thence we ascended to 
Altamont, a distance of eighteen miles, covering a 
grade of 116 feet to the mile. Notwithstanding the 
heavy ascent, our steam horse seemed to accomplish 
it with a heavy train, well filled with passengers, with 
remarkable ease and rapidity. Altamont is over 2600 
feet above the sea's level. The scenery here was fear- 
fully wild, exquisitely beautiful and awfully grand. 
Passing thence, with gorgeous valleys opening here 
and there to view, and distant mountain peaks anon 
rising up, as if to kiss the blue heavens and battle with 
the storms, upon whose summits may be seen light- 
ning-riven oaks and overhanging crags, threatening to 
topple and crush all beneath, we reach the town of 
Oakland, an elevated point on the flats or glades above. 
AVe left at mid-day in the valley below, a hot atmos- 
phere, thermometer at 90 degrees, and on ascending to 
Oakland found it charmingly cool, at a temperature of 
about fifty-five. Fires were not uncomfortable, and 
over-coats acceptable. Many persons from Baltimore 
and other cities resort to this place in summer to spend 
a few weeks. It is remarkably healthful and fascina- 
tingly pleasant. Mountaineers, who spend their lives 
in this region, I am informed, live to a wonderful old 
age, when they finally dry up and are transplanted 
into invisibility by wintry blasts. 

Having bid adieu to the cool shades of Oakland, we 
made our way across what are termed the glades — con- 
stituting some twenty miles of table land on the top of 
the mountain. At this point the sun seemed to go 
down, bathing his Orient beams in the crimson West, 
seemingly afiir oif, whilst mountain rose upon moun- 
tain in the dim distance, forming Nature's sublimest 
panorama. Now it was a soft golden halo, then a 
deeper safi"ron hue, merging into purple, fringed with 
burning sapphire, until the last faint wave of depart- 
ing twilight flickered out and kissed good night to the 
kindling stars. He who beholds such a scene and is 
blessed with capacity for its full enjoyment may, in 
his inmost heart, benevolently thank God that he was 



48 

permitted the privilege of thus realizing the majestic 
display of an Almighty Architect. 

The boldest, wildest, and most imposing portion of 
the entire route — that which strikes the beholder most 
forcibly — lies along the Cheat river, soon after leavinrg- 
Oakland. Here two immense mountains rise on either 
side, almost perpendicularly, to an immense altitude, 
whilst the railroad winds its way along one of them, 
gradually ascending until the summit is reached. Be- 
neath, many hundreds of feet, in a deep, dark gorge 
or ravine, whilst the train of cars appears almost to 
overhang the yawning chasm, sleep the turgid waters, 
now placid, and anon foaming in wild fury among 
rocks and crags. Looking down into this awful depth 
the head becomes giddy and finds rehef only in turn- 
ing upward to behold a more imposing and captivating- 
spectacle of wild beauty, displayed in opening valley 
and bold declivities. If Mr. Jefferson had beheld this 
view he would, in my humble judgment, have given it 
precedence over that of Harper's Ferry. There is fine 
trout fishing in Cheat river, and many gentlemen re- 
sort there for the enjoyment of that sport during the 
summer. The trestlework and bridging of the railroad 
track in this vicinity, is said to exhibit engineering 
and architectural skill beyond anything elsewhere seen 
in the United States. The cars run over ravines and 
streams upon trestling from two hundred and twenty to 
two hundred and seventy feet high. It is frightful to 
look down whilst crossing, but perfectly secure and 
safe. 

Journeying onward, new views and scenes of deep 
interest attract the traveller at every point, increasing, 
if possible, in interest. The train of cars wind through 
variegated valleys, penetrates mountains by means of 
deep cuts hewn out of the solid rock, and huge tun- 
nels, still rushing forward, with winding rivers and 
rippling streams, here and there making their way far 
down into the valleys. Of the many immense tunnels 
for which this work is celebrated, may be noted the 
great Kingwood tunnel, 4100 feet in length. It is a 
stupendous achievement of art. About 200,000 cubic 
yards of earth and rock were removed in originally 



49 

building and completing this subterranean passage, 
which cost nearly or quite one million of dollars, in its 
present finished and perfect condition. 

After passing this point there is nothing especially 
striking, except the wild, sublime, beautiful scenery, 
such as already alluded to, until the Ohio river is 
reached, some four miles below Wheeling, where pas- 
sengers cross in a boat and take passage on the Central 
Ohio Road, which runs from Cincinnati in a direct 
line and terminates on the opposite shore. The entire 
route, however, is fraught with intense interest to ad- 
mirers of nature, as also those who rejoice at behold- 
ing wonderful triumphs of art. I would therefore ad-^ 
vise all who can, to make at least one trip over this 
road. It will amply repay them. 

Anxious to return from the Wheeling metropolis 
speedily as possible, I took passage in a delightful 
sleeping car, at 8 o'clock the next evening, with the 
same conductor, Mr. Steele, to whose kind attentions I 
was much indebted, and falling into the velvet arms 
of Somnus, travelled the Alleghanies in dreamy de- 
light, careless of danger and happy to get home. 

I could not but admire the wonderful accuracy of 
time made on this road. Ours was the mail or '• way " 
train. We made an average speed of twenty-two miles 
to the hour, and were scarcely a minute out of the way 
in r^ching each station. The track is built in a sub- 
stantial manner ; cars run with perfect safety, rugged 
as the route may appear. But one accident of any mo- 
ment has happened on the road since it was opened, 
seven years ago, and that from au unforeseen, unavoid- 
able circumstance. 

Much credit is due to W. P. Smith, Transportation 
Superintendent, and the other chief officers, for their 
careful attention and management. No men are more 
thoroughly acquainted with the practical working of 
railroads. Mr. Garrett, the President, also gives it his 
undivided personal attention, and is destined to give 
this great work a renewed impetus which cannot fail 
of complete success. He is a gentleman of enlarged 
views, great financial abilities, extraordinary energy, 
combined with a high order of talent. J. w. 

5 



50 



[Special Correspondence of the Louisville Courier.] 

LETTER FROM BALTIMORE. 



Route Hither — A Night's Rest for the Weari/ Travel- 
er — The Baltimore and Ohio Railroad — Mountain 
Sceneri/ — A Run np to Washington — Baltiinore, its 
Beautify its Business, and its Bivalves — A Southern 
City Running Astray. 

Baltimore, April — , 18G0. 
Editors Louisville Courier: 

With the admirable arraugements of the Baltimore 
and Ohio Railroad for the transportation of freights 
eastward and westward over the mountains, under the 
j^resent most efficient management of that stupen- 
dous work, nothing could seem more reasonable 
than the success of a line of steamers between Wheel- 
ing and Louisville, to form a cheap, direct, and cer- 
tain connection between the great shipping facilities 
established at the former city, and also at Parkersburg, 
and the land and water commercial channels now so- 
rapidly concentrating upon the wharves of your city. 
And when the enterprise and energy that have made 
the "Louisville and Cincinnati Mail Line" so sucoess- 
ful an experiment, and so popular an "institution" as 
it has become in the great and ever moving Republic 
of Travelers, or enterprise and energy like unto that, 
undertake to establish such a commercial line, it will 
be found to be a most unquestionable success. 

I have spent part of a day examining the work- 
shops, car houses, and rolling stock of the Baltimore 
and Ohio railroad, and I am prepared to say, enormous 
as are the agricultural products of our great Inland 
A^alley, and incessant as is the demand made upon them 
for Eastern consumption and foreign shipment, that 
this gigantic iron thoroughfare is sufficient for all the 
drafts that can be made upon it for years to come. The 
Company not only has a most magnificent depot and 



51 

contiguous ground in almost the very heart of Bahi- 
more, but for its workshoj^s, car houses, and idle rolling 
stock, it occupies no less than eleven acres of land, 
about a mile distant, upon which it is prepared to sup- 
ply all that is new, strong, certain and safe, for the 
uses of eastern and western travel, and the conveyance 
of merchandize, light or heavy, between the two sec- 
tions of country. Your readers in the live stock region 
of Kentucky and the AVest, in particular, will be 
pleased that new and altogether improved cattle cars 
have recently been built at the works of the Company 
in this city, which are now being put upon the road. 
While affording the completest ventilation, these cars 
are so constructed as to shield the animals upon them 
alike from the heat of the midday sun and the peltings 
of the pitiless storm. 

The claims of this road upon the good graces of 
Western and Southwestern travelers are equal to those 
which it it possesses to the business of shippers. I 
have passed over its entire length twice recently, and 
can truly say that I never taveled a long distance with 
more ease and comfort. The speed is good, the cars 
are as comfortable as cars can be made, and the pro- 
vision for '' creature comforts" at the eating houses, 
as well as the time allowed to partake of them, are 
equalled by the similar arrangements upon but few 
roads with which I am acquainted, and surpassed upon 
none that I have ever traveled by. And when to all 
this is added the grand mountain scenery brought to 
the view of the traveler, with rapid succession of ob- 
jects it is true, but still with great distinctness, es- 
pecially of picturesque outline, it is quite impossible 
that this route should be otherwise than the first 
choice of persons passing between the East and the 
West, bent upon either business or pleasure. 

The route which I have traveled with most pleasure 
myself, is from Louisville to Cincinnati by the regular 
steamers of the mail line, from Cincinnati to Columbus 
by the Little Miami railroad and its Xenia connection, 
and from Columbus to Belair (opposite the Wheeling 
terminus of the B. & 0. R B.,) by the Ohio Central 



52 

road ; and this route I would recommend to others- 
most especially to all persons from the South or South- 
West, reaching Louisville by the Nashville Railroad, 
as it gives them a day's rest and a night's sleep on the 
boats of the Louisville and Cincinnati Mail Line — 
truly ^' floating palaces," with all the good cheer and 
clear comforts of the best hotels. Li addition to which, 
the morning after leaving Louisville, two or three 
hours are allowed before the Eastern cars start out 
from Cincinnati for a walk or a ride about your am- 
bitious and certainly most beautiful up-river neighbor, 
the '-Queen City." 

If this continent contains a more beautiful city than 
Baltimore, I have not seen it. And it is my deliberate 
opinion that crinoline has more charms in just this lo- 
cality, than in any other with which I am acquainted — 
with one solitary exception, which I have too much 
Kentucky modesty to name. AVhether the beauty of 
the Baltimore ladies is a hereditary endowment, in the 
main, or is chiefly dependant upon the pure and up- 
lifting atmosphere of the Chesapeake Bay, or derives 
its unquestionable qualities in part from each of these 
and in part from the delicious bivalves of the picturesque 
inlets of the broad expanse of waters visible from 
nearly all parts of the city, I cannot say ; but I record 
the fact of its existence, as a simple act of justice, and 
if any city feels aggrieved, and chooses to dispute the 
saying, I shall consider myself under obligations to 
'Vindicate the truth of history," and will stand by the 
Baltimore ladies to the last. 

The business energies of this city are among the 
wonders of the day and of the section of the Union in 
which it is situated. If the cities of the South gener- 
ally, would follow the example of Baltimore in emulat- 
ing the manufacturing and commercial spirit of the 
North, there would be fewer and slighter contrasts 
than, unfortunately, there now are between the two 
sections, and we should have much less complaint from 
the overshadowed and the left-behind than we now do, 
and witness fewer manifestations of jealousy and dis- 



53 

content. It is a great city — the only really great city 
of which the South can boast. 

Among the ill-judged flings at Northern skill and 
enterprise, which we so frequently hear among South- 
ern men and see in Southern newspapers, are those 
aimed at small manufactures and other ventures, un- 
der such phrases as "wooden clocks," "Yankee no- 
tions," &c. If those who make these things would 
imitate the activity at which they sneer, the South 
would have more Baltimores, the North fewer Lowells 
and Cincinnatis, and the Union a juster distribution of 
wealth, intelligence, and contentment. 

These thoughts are very forcibly impressed upon my 
mind just now, by examining a statement of the trade 
and commerce of Baltimore for the year 1859. This 
statement is full of interesting and gratifying facts, all 
going to show the activity and energies of the Balti- 
more people. But, alas ! it reads like a Northern and 
not a Southern report, and even condescends to par- 
ticularize, among the elements of wealth and greatness 
of the city, enterprises akin to the " wooden clocks " 
and " Yankee notions" of New England. Only think 
of the following paragraph, as constituting part of a 
grave annual statement of the trade and commerce of 
a proud Southern city ! The South condescending to 
pick tomatoes and strawberries for the West, and going 
to the trouble of packing them in tin cans ! Won't 
the pride of rice kegs and cotton bales rise at this : 

" In close connection with the Oyster business, we 
must not omit to mention that the preservation of Fruit 
forms an important item of trade, as we shall present!}^ 
show. The perfection which, in our climate, is at- 
tained by peaches, strawberries, tomatoes, &c., besides 
their cheapness and abundance, renders these fruits 
peculiarly adapted to preservation, and large quanti- 
ties are therefore exported every season. An expe- 
rienced house eng-as'ed in the trade has made an esti- 
mate of the business of last season, from which we 
learn that 375,000 cans of peaches, 150,000 cans of 
tomatoes, 100,000 cans of green corn, 60,000 cans of 

5* 



54 

peas, besides 175,000 cans apples, strawberries and 
other fruits, were packed the last season. These, at 
25 cts. per can average, amount in Aalue to $215,000." 

The- "oyster business" alluded to in this extract, 
smacks also of the '• Yankee notion." Southern Bal- 
timore dredging and packing bivalves for Western Cin- 
cinnati, Louisville and St. Louis ! Tell it not in Gath 
or Charleston : publish it not in the streets of Askelon 
or Richmond. It appears from the annual statement 
to which I have referred, that this business gives em- 
ployment to an average of no less than 2,500 men, 
and produces annually four and a half millions of dol- 
lars ! A thousand vessels are engaged in it, and it 
forms a large item of the westward freighting business 
of the Baltimore and Ohio Railroad. Here are a few 
more facts, gleaned from the report : 

The quantity of tin plate used for this especial busi- 
ness is no inconsiderable item. It is supposed that the 
value of tin plate and solder annually consumed is not 
less than $250,000. The number of tinners employed 
in the manufacture of cans is over three hundred, and 
one factory alone, in w^hich machinery is extensively 
employed, made this year one million of tin cans. 
About 1,000,000 feet of lumber are consumed in the 
manufacture of boxes for packing the cans, to make 
which two hundred carpenters are employed. Exclu- 
sive of the value of the vessels, buildings, &c., the 
capital invested in the business is about $1,000,000. 

Value of trade in packed oysters . . . $3,500,000 
Do. Oysters consumed in city and vi- 
cinity 1,000,000 

Do. Preserved Fruits 215,000 

Total $4,715,000 

That is a pretty big " Yankee notion," — almost as 
big as a bale of cotton, — but Baltimore goes in also 
for others. She is even so vulgar as to manufacture 
soap and candles — villainous tallow candles, at that — 
and sells knives and forks, hats and shoes, pots and 



55 

kettles, crockery and glassware, and " ready-made clo- 
thing I " There is, manifestly, no hope for Baltimore. 
So concluding. I ran up to "Washington the other 
day, to look in upon the glory and grandeur of the 
Federal Capital. The " city of magnificent distances " 
has improved much since I last saw it — but I must 
avail myself of some other occasion to speak of its new- 
horn s'races. Yours, kc. W. J). CI. 



THE EXTENT AND IMPORTANCE OF THE BAL- 
TIMORE & OHIO RAILROAD. 

KX TRACT FROM A SPEECH DELIVERED BY THE HOX. REYERDY JOHNSON BEFORE 
THE CIRCUIT COURT, AT BALTIMORE, UPOX THE "EXTRA DIVIDEND'' CASE. 

But may it please your Honor, he who does not know 
— looking to the extent, and the infinite number of the 
ramifications connected with this road, he who does not 
know the procuress in wealth and prosperity which is be- 
fore the people of the United States, the result of fortu- 
nate climates, free institutions, and rich and fertile soils, 
of an ingenious and industrious people, of mineral re- 
sources to be found in abundance everywhere — is not fit 
for a seat at that board. You do not know, your Honor, 
and cannot know — for it has not been the subject of your 
study — what this road is to be in the future. At my in- 
stance, some statements going to show the extent and im- 
portance of this Road and its connections have been 
placed in ray hands by a gentleman who has long been 
connected with this Company, and who takes a very 
lively interest in it, and I thought it was due to your 
Honor to present you some of these facts, in order that 
you might see what a mighty engine it is which you are 
asked, in some measure, to arrest, through the instru- 
mentality of that discretionary process of injunction, 
striking down from the hands of the Directors the power 
of management over the Road, which the law supposes 
them abundantly able to manao;e, and therefore intrusts 
them, so far as words can go, with authority to manage. 
I thought it was proper that you should have brought 
before you the actual extent of this great work, which 
practically, according to the doctrines of the counsel upon 
the other "side, is to be conducted here, or in the rooms of 



56 

the City Council of Baltimore, or around the table of 
some stock-jobbing speculators. Your Honor will there- 
fore pardon me, if I give you very rapidly some general 
idea of the extent of this work. 

Its length from Baltimore to Wheeling is 379 miles, 
iind the length of its branch road to Washington is 31 
miles. Its local branches and its tributaries, connecting 
it with Frederick, Md., AVinchester, Ya., the Coal Mines 
of the Cumberland region, and other coal mines, and the 
Parkersburg branch, just added, give it some 175 miles 
more, making an aggregate of 586 miles ; and if to that 
you add the extent of the double track which is now 
about 105 miles, (without adding the extent of almost 
one hundred miles of sideling,) you have an aggregate 
of 691 miles, belonging, or exclusively tributary, to the 
Baltimore & Ohio R. R. Co. But this is only the begin- 
ning. May it please your Honor, what are the connec- 
tions it has all around the compass ? Eastward, it is 
connected directly with Portland, in the State of Maine ; 
Southward, near the Atlantic Coast, beyond the Cape 
Fear River ; Northwestward, beyond Wisconsin to Min- 
nesota Territory ; West, to St. Joseph's and Fort Leaven- 
worth, on the confines of Kansas ; and Southwest, to 
New Orleans. And its lateral ramifications, may it please 
your Honor, during these immense routes, are innumera- 
ble. 

On the East, we find that it connects, first, with the 
Philadelphia, Wilmington and Baltimore Railroad, 98 
miles, to Philadelphia, where it then connects with the 
Camden and Amboy and the New Jersey Railroads, the 
one 87, and the other 96 miles in length. That car- 
ries us to New York ; from New York to Boston it is 
extended by two at least of the inland routes to that city, 
and there we have the Boston and Maine Railroad, 111 
miles, which virtually continues our Baltimore and Ohio 
Railroad to Portland. These are all now in operation, 
and contribute to this road, making in the aggregate 
600 miles. Beside this — as your Honor, of course, 
knows — we have also through the intermediate Canals, 
and by sea around the Bay, by means of all descriptions 
of Steam and Sail Navigation, we have thousands of 
miles of substantial business connections. 

On the South, we connect with the Potomac River, 
Richmond, Fredericksburg, and Potomac, the Orange 
and Alexandria, the Manassas Gap, the Virginia Central 
Railroad, uniting Baltimore and the West through Balti- 
more with Richmond, Staunton, and all the intermediate 



57 

portions of Virginia ; beyond Richmond, the Richmond 
and Petersburg, Roanoke and WeMon, the South Side, 
the North Carolina Central, and other lines, continue 
these connections in the most direct form to Southern 
and Central Virginia, with Raleigh and the greater por- 
tion of North Carolina. Beyond Wilmington, by the 
Wilmington and Manchester and other finished roads, all 
portions of the State of South Carolina are united. I 
have got them all here, but I have not time to read them 
over. I have read all that is necessary for my purpose. 

Now see its direct ramifications. West. In looking to 
the West, we find that at Benwood, 4 miles below Wheel- 
ing, the Road unites Avith the Central Ohio Railroad, 
running through the heart of Ohio to Columbus, 157 
miles. At Zanesville, 78 miles from Benwood, upon this 
line, the Wilmington Road connects it with Cincinnati, 
167 miles. 

At Newark, 108 miles from BenAvood, the Sandusky 
and Mansfield Railroad diverges to Sandusky on Lake 
Erie, distant 112 miles. At Columbus, the Central Ohio 
Road unites Avith the Cleveland and Columbus Railroad, 
138 miles to Cleveland, and at Columbus it also unites 
with the Little Miami Railroad to Cincinnati, 119 miles. 
At Parkersburg, the last completed terminus of the Bal- 
timore and Ohio Railroad, an important new connection 
is about being developed in the Marietta Railroad, which 
is to connect Baltimore with Cincinnati, and through 
Cincinnati Avith all the great West and SouthAvest, by a 
line from thirty to sixty miles shorter than at present. 
At Cincinnati, the Ohio and Mississippi Railroad, a great 
enterprise — the last rail of AA^hich is perhaps this day being- 
laid — will carry the xiir Line connection to the city of 
Saint Louis, 335 miles distant, where, again, the rapidly 
extending Pacific Railroad still further unites Jefierson 
City, the capital of Missouri, 125 miles further west, 
with Baltimore, and its eastern and southern connections. 
The A'arious lines that radiate from and concentrate busi- 
ness upon these trunk lines between Baltimore and Mis- 
souri, are almost innumerable, draining the States of 
Kentucky and Western Tennessee, on the South ; Ohio, 
Indiana, and Illinois, on the North ; and Missouri and 
Kansas on the West. I have not half exhausted the 
enumeration of these uniting lines, which, in the aggre- 
gate, form a system of nearly 8,000 miles of railroad, 
and tributary to the Baltimore and Ohio Road. 

Need I ask yon, may it please your Honor, is it not as 
certain as the revolution of the seasons, that a road of 



58 

that description has not reached in its present prosperity, 
the limit of which it is capable ? It is evident, mani- 
festly evident, that this work, mighty as it is now, great 
and extraordinary as is the wealth which it is pouring 
into our city now — which has increased the value of our 
property even beyond the estimate of figures, and ren- 
dered us able to bear taxation which, years ago, we could 
not have borne — which is destined in a few years, com- 
paratively speaking, in the age of a city, to make Balti- 
more one of the first cities of the American continent, 
if not of the world, in all the grandeur that consists in 
population, in arts and sciences, and in wealth — this 
w^ork is but in its infancy. It has just started in its 
progress of perpetual manhood, which is to know no 
decay. Its charter is permanent, it looks to all time — 
provided, in the Providence of God, these institutions of 
ours — the freest with which He ever blessed humanity — 
are sufiered to remain, with an ability to withstand all 
the arts of the demagogue and the fanatic ! 



WINTER SCENES ON THE BALTIMORE AND OHIO RAILROAD. 

The following paragraphs, Avhich appeared under the 
iibove caption in the Baltimore Sun, on the 29th of Jan- 
uary, 1856, will be read with interest by all who have 
ever travelled over the Western divisions of the Baltimore 
and Ohio Road : 

The extraordinary weather that has prevailed in this 
latitude for the past three or four weeks has had its full 
effect upon our railroads and other means of travel and 
transportation. At times, indeed, it was thought that a 
perfect embargo had been laid by the snow upon our 
communications, especially those with the West. When 
it is remembered that the Western or Mountain divisions 
of the Baltimore and Ohio road, with their long grades, 
deep cuts, enormous gorges, &c., have never before been 
visited with a serious snow storm since that great work 
was opened to the Ohio river, three years ago, the un- 
usual difficulties lately presented Avill be better under- 
stood. One whose position necessarily renders him con- 
versant with these difficulties, as well as the means which 
are employed for achieving a triumph over them, fur- 
nishes us the following interesting portraiture of the 
present "winter scenes" upon the road : 



59 

In many places upon this magnificent high-way the Ex- 
press trains have had to literally plough their way through 
immense drifts of snow, often from six to fifteen feet in 
depth. This has in every case, however, been successfully 
done, though sometimes requiring the united power of four 
and five of the pondrous AYinans' engines linked together. 
The company is, fortunately, well supplied with these- 
powerful machines, which weigh some thirty tons each, 
and have great tractive power. Their resources under 
this head are also much increased by a number of splendid 
and powerful teu-Avheel engines, built by the Denmeads, 
and at their own shops, by Mr. Hayes, their well known 
Master Mechanic. 

The encounters with the snow upon this road have led 
to some very thrilling scenes. At times the string of 
locomotives with their bold "plow" in front have rnshed 
suddenly upon a heavy drift, and before their power has 
been checked by the opposing force, they have become 
well nigh buried in the white bank. After passing 
through this obstruction, the engines are turned around 
at the next station, and renew the assault from the oppo- 
site direction, thus by repeated efforts effectually pushing 
off and "crashing out" the obstinate mass, until a lane 
is formed and the track is thoroughly cleared for the pas- 
sage of the regular trains. These trains in traversing 
the avenues thus made for them, literallir pass through 
the snow, for it is piled up on either side in some places 
to the height of the car tops. An interesting view of 
this character may now be seen at the passage through 
the Carroll Manor in Frederick county, but 60 miles from 
Baltimore, where the late snows have invariably drifted 
across the road to a great depth. 

Perhaps the most magnificent phenomena on the line 
of the road presented by the late action of the elements 
are to be witnessed west of Piedmont at the bold "ap- 
proach cuts" to the larger tunnels. Here are views wor- ~ 
thy of the poet and the painter, and that would justify 
a thousand miles journey. As you enter one of these 
cuts, the gaping mouth of the tunnel is seen at the far- 
ther end. The sides of the cut are quite steep and rapid- 
ly rise until the head is reached, at the mouth of or en- 
trance to the tunnel, where they are from forty to eighty 
feet in height. This forms an avenue for the road, open 
above, of from four to eight hundred feet in length, before 
the tunnel itself is entered. 

The whole of the sides of these great chasms, as well 
as their high ends at the entrance to the tunnel, are com- 



60 

pletely covered with a solid coating of ice, varying in 
thickness from two inches to tAVO feet. This is formed by 
the congealing water Avhich trickles down from the lofty 
hills around and above. 

This sight is a novel one, and at the Board Tree and 
Welling Tunnels approaches the sublime. Ideas of the 
Alpine glaciers at once possess the mind, while the gi- 
gantic icicles that hang from the higher edges of the cliffs 
and the mouths of the excavations, remind us of the 
stalactites of the Mammoth Cave, and the more celebrated 
Grotto of Antiparos. At any time this scene is inspiring 
and wonderful, but when the bright sun bestows his full 
blaze upon its crowning points, the effect is greatly 
heightened. It will thus be seen that this great road 
presents its peculiarly romantic wintry aspects, as well 
as its already renowned scener}^ to attract the eye of the 
summer tourist. 

It is to be presumed, however, that the severity of the 
season, which has closed the Ohio river and otherwise 
impeded the connections of the road, besides exercising 
a depressing effect upon business affairs generally, has 
operated materially against the company's revenue for 
the current month. It is said that the business had 
greatly revived last week, and its usual regularity re- 
turned, when the new and heavy weekly instalment of 
snow which fell Sunday morning and yesterday again 
impedes its progress. But it is expected that no serious 
interruption will follow this last storm, as all things were 
in readiness for the labor of clearing the track. 

We may allude to another difficulty with which the 
company has had to contend during the recent severe 
weather; this is the great effect of the frost upon the ma- 
chinery. It is well known that continued frost acts with 
damaging effect upon the more exposed parts of cast iron. 
In locomotives, and in the wheels, axles, &c., of all cars, 
this is especially the case. We hear from all quarters 
of the effects of the cold in this particular. The newest 
and most solidly built machines are not exempt from this 
liability, and it may be safely estimated that at no pre- 
vious period has there been more damage resulting from 
the weather — in this part of the country particulary — 
than during the last three weeks. 



61 



A JUNE JAUXT ON THE BALTIMORE AND OHIO RAILROAD. 

In June, 185G, a distinguished party of gentlemen 
tourists, among whom were the historian Bancroft, Prof. 
Henr^', and several others, took a leisure look at the his- 
torical and natural scenery of the Baltimore and Ohio 
Road. Brantz Mayer, the Author, was of the number, 
and who afterwards published a very full and graphic 
account of the trip in Harper's Monthly Magazine. From 
this we extract the following paragraphs relative to the 
Mountain division of the Road, from Piedmont to Graf- 
ton, 70 miles in length : 

•' Xo one, I am sure, has ever looked Avestward from 
this point without wondering how the passage is to be 
eftected ; yet no one has made the journey without equal 
surprise at the seeming ease by which science and energy 
have overcome every impediment. As you pass forward 
from Piedmont, the impression is that you are about to 
run a tilt against the mountain flank with blind and 
aimless imjuilse ; Ijut a graceful curve winds the train 
out of harm, and you move securely into the primeval 
forest, feeling the engine begin to 'tug up the steeps as 
it strikes the edge of Savage River, which boils down 
the western shoulder of Savage Mountain. The transit 
from the world to the wilderness is instantaneous. Mr. 
Bancroft and I mounted the engine at this spot so as to 
enjoy an unobstructed view of the scenery during the 
ascent ; and although a gust l)egan to growl over the 
mountains, with frequent flashes of lightning and 
thunder, we kept our post, finding the grandeur of the 
prospect enhanced b}- the rush of the storm as Ave rose 
higher and higher on the mountain flank. 

Xo one has observed fine scenery without ack owl- 
edging the difficulty of its description ; for its impression 
is purely emotional, and emotion is so evanescent that 
the effort to condense it into language destroys the senti- 
ment as breath destroys the prisms of a snow-flake. We 
may give a catalogue of pines, precipices, rocks, torrents, 
ledges, overarching trees, and all the elements that 
make one " feel the the sublimity of a stern solitude ;" 
but I have never been able to convey, by Avords the exact 
impression of such scenes, nor do I believe Ave can ob- 
tain Avhat is somcAvhere called " a realizins; sense" in the 



62 

descriptions of others. In this respect, music and paint-, 
ing have more power than language ; music has the 
spirituality which painting lacks, and painting the body 
in Avhich music is deficient ; but, as their effects can 
never be completely united, we must despair of influenc- 
ing the mind at second hand from Nature. 

And so we rolled resistlessly upward, for seventeen 
miles along the broad ledges, seeing the tree-tops sinking 
as we swooped into the air, Avhich freshened as we arose; 
seeing the vale grow less and less, and the summits that 
were just now above us come closer and closer till we 
touched their level ; seeing the river whence we started 
shrink into a film into its bed ; and seeing the narrow, 
upward, imprisoning glimpse widen into a downward, 
distant reach. 

On we hurried without halting but once, till we turned 
from the Savage Valley into the Crabtree Gorge, along 
the flank of the great Alleghany Backbone ; and a few 
miles above Frankville, (an eyrie among the summits, 
some 1,800 feet above tide, and 1,100 feet above Cumber- 
land,) cast our eyes back toward the north-east for a rapid 
glimpse of one of the grandest views in the mountains. 
The gloomy masses of Savage Mountain toAver on the 
right, fold upon fold, and the eastern slopes of Meadow 
Mountain, with its spurs, on the left; while between 
them the Savage River winds away for miles and miles 
in a silvery trail till it is lost in the distance. Through- 
out the whole passage from Piedmont to Altamont (2,620 
feet above tide and the greatest elevation along the route) 
the road constantly and almost insensibly ascends, in 
every portion filling the mind with a sense of as perfect 
security as if the transit were made in a coach. 

At Altamont we dipped over the eastern edge of the 
Alleghanies, and by a slight descent entered the high- 
land basin of the old mountain lakes, which extends over 
many thousand acres, and is known as the "Glades." 
There the Youghiogheny takes its rise, while the divid- 
ing ridge of the great Backbone sends the water on one 
side into the Gulf of Mexico, and on the other into the 
Chesapeake. These beautiful glades, or mountain mead- 
ows, are not connected in a level field like our western 
prairies, but lie in broken outlines, with small wooded 
ranges between them or jutting out from their midst in 
moderate elevations. At this height the air is extremely 
rarified and cool throughout the summer ; so that, al- 
though the country is not adapted for agriculture, it is 
calculated for every species of animal and vegetable life 



63 

that is disposed to run Avild and take the world as it finds 
it. It is rich in all the natural grasses that delight a 
herdsman, relieved by islands of white-oak interspersed 
with alder; it is full of copious streams, kept full and 
fresh by the clouds tliat condense round the summits ; its 
waters are alive with trout, and waste themselves in deep 
cascades and falls after furnishing pools for the fish ; it 
pastures innumerable herds of sheep, whose tenderness 
and flavor rival that of the deer which abound in the 
woods ; wild turkey's and pheasants hide among its oaks, 
beeches, walnuts, and magnolias ; the sugar maple sup- 
plies it with a tropical luxury in abundance ; the woods 
are vocal with larks, thrushes, and mocking-birds ; and 
in the flowering season nothing is gayer than the mead- 
ows with their showy flowers. 

A little village is growing up at Oakland in the midst 
of these glades, as a sort of nestling-place for folks who 
are willing to be satisfied by being cool, quiet and natu- 
ral during summer. "We halted there for the night, and 
were not reluctant to ensconse ovirselves beneath blankets 
even in the " leafy month of June." 

In order to make this new resort popular, it is neces- 
sary, as the world goes, to have the lead of a fashionable 
belle, or the command of a fashionable doctor. Xature, 
of itself, is not sufiiciently attractive for artificial society; 
so that one must either be ill or be led, in order to adopt 
what is really good, and surround it with allurements of 
French cookery, fast horses, a band of music, and weekly 
balls. It was many years before Saratoga and Newport 
ripened from a simple well and a wild sea-shore into the 
luxuriant style of Bath and Brighton. Yet I do not des- 
pair of seeing the day when the Maryland Glades, the 
head-waters of Potomac and Cheat, and the romantic 
cascades of the neiohborino; Blackwater will be crowded 
with health-hunters. The turn of Nature to be in fashion 
again must come round ; for when invention exhausts the 
artificial, (and the age of hoops seems verging on that 
desirable end,) there is no resource but simplicity. There 
are numbers of reasonable people who must be eager to 
quit the beaten paths, and escape to spots where they 
will not be stifled by society ; and these glades and moun- 
tain streams, with their constant coolness and verdure, 
are precisely the places for them. For several years, 
many of our Maryland and Yirginian sportsmen have 
been fishing the streams ; beating up the deer, pheasants, 
and wild turkeys ; driving over the fine upland roads ; 
drinking the pure water ; exercising robustly for a month 



64 

or more ; sleeping soundly every night of July and 
August, and getting back to their work in the fall as 
hearty as the "bucks" the}^ made war on in the mountains. 

Let me recommend Oakland to a cook who wishes to 
make a reputation on venison and trout, and to a belle Avho 
is brave enough to bring Nature into fashion 1 

We slept at Oakland. The mists hung high over these 
highlands long after sunrise, and the air was so bracing 
that we found overcoats necessary as we bowled across 
the great Youghiogheny, on a single arch of timber and 
iron, and passed the picturesque Falls of Snowy Creek, 
where the road quits the prairie and strikes a glen 
through which the stream brawls in foam, contrasting 
bravely with the hemlocks and laurels that line the pass. 

At Cranberry Summit the mountain-levels and glade- 
lands terminate, at an elevation of 2,550 feet above tide, 
and only 76 feet lower than Altamont, Avhere we entered 
the field, twenty miles back. 

From this elevated point we catch the first grand glimpse 
of the "Western AYorld," in a long gradual sweep down 
the Alleghanies toward the aftiuents of the Ohio. The 
descent begins instantly, along the slopes of Saltlick 
Creek, through a mass of excavations, two tunnels, and 
fifty feet of viaduct. Downward and downward we swept 
as comfortably as on a plain, till an easy and almost im- 
perceptible descent of twelve miles, through a forest of 
firs and pines, brought us to the dark waters of Cheat 
River. After the difficulties of ascending, crossing the 
Backbone of the Alleghan}-, and descending its first 
western slope — all of Avhich, like Columbus's discovery, 
" seem so easy'' now that they are overcome — a new 
marvel has been accomplished in the preservation of a 
high level by massive viaducts and by boring the moun- 
tains with tunnels. On Cheat River, at the bottom of 
this descent, we approached the first of these marvels, 
two noble arches of iron, firm and substantial as the 
mountains they join. Then comes the ascent of Cheat 
River Hill. Next are the slopes of Laurel, and its spurs, 
with the river on the right ; till the dell of Kyer's Run 
is passed on an embankment, and Buckeye HoIIoav cross- 
ed on a solid work whose foundations are laid deeply 
below the level of the road. Both of these splendid struc- 
tures have walls of masonry, built of the adjacent rock. 

Beyond this we reach Tray Run, which is passed by 
an iron viaduct, six hundred feet in length, founded on a 
massive base of masonry as firm as the mountain itself. 
All these remarkable works — chieflv desio-ned bv Mr. 



65 

Fink — have borne the trial of heat and frost, travel and 
transportation for several years : and when closely inspec- 
ted, their immense solidity, security and strength, are as 
easily tested by the eye as they have been b}' use and time. 

These beautiful structures had hardly been passed 
when we wound upward across Buckthorne Branch, and 
half a mile further, left the declivities of Cheat River, 
with its brown waters dyed by the roots of laurel and 
hemlock, and bordered by the Ijright flowers of the rho- 
dodendron. Our last glimpse of this mountain river was 
through a tall arch of forest, rounding oflP, far below, in 
its dark valley of uninhabited wilderness. 

Beyond Cassidy's Ridge, we encountered another, and 
perhaps the most remarkable of these gigantic works. 
The road can only escape from its mountain prison by 
bursting the wall. Up hill and down hill, through brake 
and ravine, it has cleft its way from Piedmont, like a 
prisoner seeking release from his bars, till at last it finds 
a bold barrier of 220 feet abruptl}- opposed to its depar- 
ture ! For a while, (before the entire completion of the 
road,) engineering skill led -a track over this steep hy an 
ascent q/' 500 feet in a mile; but finally the giant has 
been subdued, and the last great wall of the AUeghanies 
passed by piercing the mountain. For nearly three years 
crowds of laborers were engaged in blasting through 
solid rock the 4,100 feet of the Kingwood Tunnel, and a 
year and a half more Avas spent in shielding it with iron 
and brick, so as to make its walls more solid, if possible, 
than the original hills. 

For five miles from the western end of this tunnel, we 
descended to the broader valleys about Raccoon Creek, 
and gliding through another tunnel of 250 feet, followed 
the water till Ave entered the Tygart River Valley, at 
Grafton, where the North-western Railway diverges to 
Parkersburg, on the Ohio, ninety-five miles below Wheel 
ing. The establishments of the Company at this point 
are erected in the most substantial way for the comfort 
and security of all who may visit this interesting region. 

There are few routes of travel in America — and none, 
probably, b}' rail — worthier of attention than the region 
between the slopes of the western gladeland to the moun- 
tain exit at Kingwood. It is all absolute mountain, ab- 
solute forest, absolute solitude. In winter it is the very 
soul of desolation, when the trees are iced, like huge 
stalactites, from top to bottom, and the ravines among 
the clifrs blocked with drifted snow. But in spring or 

6* 



m 

summer it presents splendid bits of forest scefiery. The 
glens arc narrow, and there are few distant prospects ; 
but there is every where the same ragged bloom — the 
same overarching hemlocks and firs — the same torrent 
roar, foaming over rocky beds — the same fringing of 
thick-leaved laurel — the same oozy plashes of morass, 
rank with dark vegetation — the same black mountain 
face — the same absence of people and farms — the same 
sense of absolute solitude. 

But in Tygart's Yalley the landscape softens and be- 
comes more human, with the marks of agriculture and 
habitation, and the road seems to bound along more 
gayly, as if exulting in its release from the mountain. 
The river winds gently through rounder and lower hills 
and boarder meadows, broken only by " the Falls,'' 
Avhich, in a few steep pitches, tumble seventy feet in the 
distance of a mile. Not far from this point, Tygart 
River and the West Fork unite to form the Monongahela, 
which, a quarter of a mile below the junction, is crossed 
by an iron viaduct of G50 feet long — the largest iron bridge 
in America, and due to the engineering skill of Mr. 
Fink. 

In these central solitudes every thing seems to be the 
property of the wilderness — a wilderness incapable of 
yielding to any mastery but that of an engineer ; and it 
may fairly become a matter o{ Jiatw7ial])vide, that scien- 
tific men were found in our country bold enough to ven- 
ture on grades by which any mountain may be passed. 
Where ground Avas wanted. Nature seemed to have 
scooped it away; where it was not wanted. Nature seemed 
to have stacked it up for future purposes. There are 
considerable difficulties between Baltimore and Cumber- 
land ; yet, in a country which rises only G39 feet above 
tide in 179 miles, a road may be constructed by ordinary 
perseverance and skill. But they who desire to under- 
stand the power of science in conquering nature by steam 
and iron, must climb and cross the AUeghanies between 
Piedmont and Kingwood. The success of this, the most 
difficult portion of the enterprise, is due to the engineer- 
ing of Mr. Latrobe, and the financial energy of Mr. 
Swann. 

As the pioneer of such internal improvements in the 

Union, it has been the school for subsequent railways, 

and deserves the gratitude of scientific men for the true 

principles of location and construction. The bridging 

, and tunneling alone along the whole route, amount to 

-m^honi five and a qiiartcr miles; the laborers and employees 



67 

form almost five regiments in number ; and, when we 
take into consideration the depots, tanks, engines, rails, 
station-houses, and innumerable cars for freight and 
travel, as well as the two lines of telegraph wires, be- 
longing exclusively to the Company, which keep every 
portion in communication and successful operation 
throughout the line, one no longer wonders that twenty- 
five millions were expended on the structure, but is only 
surprised that the people of a small, single State, could 
accomplish so colossal an enterprise. 



THE PRESIDENTIAL INAUGURATIOX CAPACITY OF RAIL- 
ROADS FOR TRANSPORTING LARGE MASSES OF PEOPLE. 

The Baltimore and Washington newspapers teemed 
with accounts of the prodigies performed by the Balti- 
more and Ohio Railroad Company, in its very large ope- 
rations in transporting visitors to Washington to witness 
the Inauguration of President Buchanan on the 4th of 
March, 1857. The ease and thoroughness with which 
this great movement of the masses was executed, afibrds 
a striking illustration of the value of the railroad system 
in promptly concentrating an army at a given point for 
defence. It has been since estimated by an ofiicer of the 
Baltimore and Ohio Company — the pioneer in the sj-stem 
in our country — that in an emergency requiring it, this 
road could transport from Ohio to Baltimore within 30 
hours an army of 10,000 men, with all their munitions, 
without exhausting the resources of the road. 

One of the notices alluded to, in a Baltimore Journal, 
of March 7th, was as follows : 

Extraordinary Railroad Travel. — The number of per- 
sons carried into Washington by the Baltimore and Ohio 
Railroad during the four days ending with noon of the 
fourth instant, is said to be as nearly as it is possible to 
get at it, between 10,000 and 11,000. As the same num- 
ber will be likely to have been brought away from Wash- 
ington during the succeeding four da3"s, we have thus the 
extraordinary and probably altogether unprecedented 
aggregate of 21,000 persons transported in eight consec- 



68 

utive (lays by a single track railroad between two of the 
principal cities of the Union, 40 miles apart. When it 
is borne in mind that this has been done promptly and 
regularly, and in the most satisfactory manner ; that it 
has been attended with no loss of life or limb, or even the 
slightest personal injury ; and that (as far as the officers 
of the road are advised) not a single article of baggage 
has been lost, it certainly presents a favorable result, of 
which the Baltimore and Ohio Railroad Company and the 
Baltimore community may be proud. 



ONE WORD ABOUT RAILROAD CONDUCTORS. 

IIoAv much it adds to the comfort of travelling to be 
placed in charge of gentlemanly, polite and attentive 
conductors. "We have seen persons in charge of railroad 
trains who evidently appreciated the importance of their 
position. The office of a conductor is a responsible one, 
and they seem determined that every one should know 
that they felt it so. To travel under the direction of such 
a man, all dignity and self-importance, is the most un- 
mitigated bore I know of. But I am glad to say from 
the experience of my present route, such instances are 
not frecpient. I have not met a single example of starch- 
ed importance, or gross impertinence on any of the roads 
I have traveled. It is particularly due to the conductors 
of the Baltimore and Ohio, and the Central Ohio rail- 
roads, to say that they are gentlemanly and attentive to 
the wants of travelers. I do not mean the outside polite- 
ness, which has a bow and a smile always ready, but 
that more solid sort Avhich anticipates the wants, and 
prompts to little acts of attention so acceptable to a stran- 
ger, and which makes one feel at home and cared for. — 
It is this politeness exercised towards every one, which 
makes these roads so comfortable to travel on. — Cincin- 
nati liailroad Record. 



THE TRESEXT EXTENT OF THE RAILROAD SYSTEM. 

The New York Courier and Enquirer of a recent date, 
gives a summary showing the number of miles and cost 
of railroads in the world. Tha summary is of later date 
than the separate statements given by the different wri- 



69 

ters on railroads — Tooke, Gardner and others — and, of 
course, shows an increase. There is a discrepancy be- 
tAveen the number of miles in operation in German}^, ac- 
cording to the authority of Tooke, and the following. — 
This is explained by the fact of many of the railroads 
stated by Tooke as belonging to Gdli'many should be 
placed in the column of French and Belgie Railroads. — 
The following table also exhibits the low cost of Ameri- 
can Railroads compared with those of Europe: 



COMPARATIVE TABLE OF RAILROADS IX OPERATION. 

English Miles. Cost in dollars, Cost per mile. 

United States (185G) 20,000 $920,000,000 $35,000 

Great Britain (1855) 8,297 1,487,016,420 179,000 

France (1856) 4,038 610,118,995 152,000 

Germany (1855) 3,213 228,000,000 71,000 

Prussia (1855) 1,290 145,000,000 03,000 

Belgium (1855) 1,095 98,500,000 90,000 

British Provinces 823 41,000,000 50,000 

Cuba 359 10,100,000 45,000 

Panama 47 7,000,000 150,000 

South America 00 4,500,000 75,000 

Russia 422 42,500,000 100,000 

Sweden 75 7,500,000 100,000 

Italy 170 17,000,000 100,000 

Spain 60 6,100,000 100,000 

Africa 25 3,100,000 125,000 

India 100 15,000,000 150,000 

Total 46,074 .^3,655,435,415 $79,000 

Accompanying this a table appears, showing the rail- 
road progress in the United States for the year 1857, and 
a comparative vicAV of the progress annually in each 
State since 1828, the date of the beginning of the system. 

From the column showing the number of miles for the 
year ending Januarv, 1858, we find that there were onlv 
about seventeen hundred miles named or built during 
the year, which is a smaller number than for any year, 
since 1850. The construction of American railroads for 
the past year of 1857 has been principally in the follow- 
ing States, viz: Pennsylvania, Virginia, Florida, Tennes- 
see, Ohio, Indiana, Wisconsin, Iowa and Missouri. 



70 

The Courier observes that : — The progress of raih-oads 
in the United States, their effect upon the prosperity of 
the country, and their future prospects, are much beyond 
the wildest dreams of the originators of the system. 
The number of miles built in the first ten years of our 
railroad history, beginning in the year 1828, was 1,843, 
of which New York State built 18 per cent. The num- 
ber of miles built in the second ten years, or from 1838 
to 1848, was 3,039, of which New York built 15 per 
cent. From 1847 to 185G, the number built was 18,794, 
of which New York State built 9 per cent. At the pres- 
ent time New York State has over 11 per cent, of the 
total length of railroads, and ranks next to Illinois in 
number of miles. Our railroad history has had two 
eras — the first, from 1828 to 1848, Avhen there was in the 
number of miles built an average increase of 2G8 miles 
per year — and the second from 1848 to 185G, having an 
average increase of 2,350 miles per year. In many of 
the States the development of the railroad system is quite 
equal to the wants of the people — but in many others, 
Kentucky being the most notable instance, it is much less. 

For the next few j'ears, new railroads will have to be 
built by local assistance and with the aid of the State to 
be benefitted. The time has past for the West to depend 
upon us for capital, or for us to look to Europe." 



RAILROAD PROGRESS IN THE UNITED STATES INTERESTING 

STATISTICS. 

The Secretary of the U. S. Treasury, in his last annual 
report, stated the railroad debt of the United States at 
four hundred millions of dollars, and attributed no little 
of the monetary disturbances of the country to the very 
heavy and frequently indiscreet expenditures and action 
of these roads. The New Y^ork Ilailroad Journal esti- 
mates that $1,000,000,000 have been expended upon the 
work alread}^ completed or now in course of construction ; 
the annual receipts being $120,000,000, affording a net 
revenue of five per cent, upon the entire cost. This 
statement is more favorable than has been expected — if 
it is fully reliable. 

In the year 1857, 1,920 miles of new roads Averc opened, 
and since 1850, 19,000 miles. The number of miles in 
operation in 1858, is set down at 26,210, against 15,511 



71 

in 1854, 10,898 in 1852, and 7,350 in 1850. The actual 
number of miles in each State, and the aggregate cost, 
are said to be as follows : — 

Miles. Cost. 

Maine 543J $17,365,220 

New Hampshire G31.V 19,766,405 

A^ermont 557 23,322,085 

Massachusetts 1,388 71,569,320 

Khode Island 98 4,384,489 

Connecticut 582 21,788,477 

New York 2,590 143,316,876 

New Jersey 468| 24,552,397 

Pennsylvania 2,545 96,031,086 

DelaAvare 101 2,034,351 

Maryland 571^ 37,422,742 

Virginia 1,233 34,583,082 

North Carolina 586 11,421,939 

South Carolina 943J 16,208,070 

Georgia 89 24,536,656 

Alabama 559f 17,392,337 

Mississippi 469 5,457,274 

Florida 112^ 2,275,000 

Louisiana 260 8,375,891 

Texas 127 1,816,292 

Arkansas 39 780,000 

Tennessee 635^ 22,375,515 

Kentucky 314 12,112,092 

Ohio 2,946 89,140,442 

Indiana 1,799 39,556,987 

Michigan 614 36,617,323 

Illinois 2,677 87,848,448 

Missouri 342 17,777,414 

Iowa 311 7,751,646 

Wisconsin 872^^ 21,403,814 

California 22* 1,100,000 

Total 26,210 $919,990,516 

In the year 1857, there were in the United States 126 
railroad accidents, causing the death of 130 persons and 
wounding 530 others. This is a decline on the previous 
year. In Great Britain, during 1856, 281 persons were 
killed by the railroads and 394 injured, out of an aggre- 
gate number of 129,347,592 passengers. The per cent, 
of killed being only 07, and of wounded 2.18, or in other 
words, one person in every sixteen million Avas killed, 
and one in every four hundred and fifty thousand wounded, 



7.i 



THE VALUE AND IMPORTANCE OF RAILROADS. 

The National LitelUgencer — the Nestor of Newspapers 
— in a very recent number says : — 

"We have heard of a farmer in the Tenth Legion of 
Virginia, who is an unbeliever in the benefit of Kail- 
roads, and opposed to his county's giving any encourage- 
ment to the making of one through it. As there may be 
"more of the same sort" in that region of the Ancient 
Dominion, we insert for their edification, if they "ever 
read the papers," the subjoined forcible article from 
the Philadelphia Enquirer, and which we understand is 
from the practical pen of the Hon. Joel B. Sutherland, 
of Pennsylvania. 

From the Pkiladelpliia Inquirer. 

The railroad interest is sadly depressed at the present 
time. We are sorry, moreover, to see a disposition in 
some quarters still further to depreciate this invaluable 
species of property. The railroads are among the essen- 
tials of the age. No great country can do without them. 
They facilitate trade and travel, increase the value of 
land, and open up to the hardy pioneer new homes and 
fresh sources of independence and wealth. What, in- 
deed, Avould Philadelphia, New York, Boston, and Balti- 
more be without railroads ? What would be the condi- 
tion of the mighty West at this time but for these great 
highways, these links of steel which bind the Union 
together in a common brotherhood ? But let us enter 
somewhat into detail, and show the true use of railroads. 
A thousand points might be stated calculated to prove 
their advantages ; but on the present occasion we will 
confine ourselves to a few. First, then. They carry the 
mails of the United States with a certainty and celerity 
never anticipated in olden times. Nor do they allow 
mail-robbers to stop the cars and bear away the letters. 

2. They transport the soldiers of the Republic, Avith all 
the munitions of war, at all times, cheaply and expedi- 
tiously. During the war of 1812, a barrel of flour at 
Bufi'alo cost $70, in consequence of the almost impassa- 
ble roads thither, and the snail-like travel of the horse 
and wagon line. 

3. They have enhanced the value of lands greatly in 
the eastern and middle sections of the Union, and in the 
almost boundless West, the value of the territory is 
nearly^ if not quite, quadrupled by them. 



73 



4. They have enlarged our commerce between the sev- 
eral states immensely. In fact they may be said to have 
taken up whole cities, with their almost countless inhab- 
itants, quietly, as if by magic, and have set them down 
in close proximity to other flourishing cities. 

5. They with the Telegraph, give speedy notice of the 
illness of sick or dying friends, and transport us to the 
bedside of those we love at a moment most desired in 
one's whol^ existence. 

6. Without them the people of the eastern metropolitan 
cities would 1)0 left in a great measure destitute of beef 
and produce from the great West. 

7. They protect our seaboard from the assaults of a 
foreign enemy, as they ca.n upon the fiasli of the tele- 
graph notify the whole West if any foe should threaten 
to land upon our soil, and thus hurry down to the point 
of attack innumerable men and arms to drive back the 
assailants. 

8. Nay more, they may be said to stand instead of 
forts ; for no nation would think of A^enturing to land with 
such swift and prompt lines of railroad to pour down 
our forces upon them almost instantaneously. 

0. It is now conceded by all reflecting men, that if a 
railroad had been in existence between Philadelphia and 
Washington, the British would never have made an as- 
sault upon the capital of our country. 

10. Nor would the French and English armies have 
carried tlie war into the Crimea if the Emperor Nicholas, 
before he broke with the Turks, had been as sagacious as 
many represented him to be, and constructed railroads 
to run to the Black Sea, and thus at any moment have 
had it in his power to carry all Russia in arms to meet 
an approaching hostile force. 

11. Our railroads are, therefore, a wall of defence, and 
may be pronounced the preservers of the peace of our 
Republic. 

12. So prodigiously important are our railroads, that 
were the companies to stop running the cars for a single 
week, the Avhole country would come to a stand still ; our 
trade and commerce with the interior Avould be closed 
up, and our cities be filled Avith dismay. 

13. Railroads should, therefore, be sustained, that 
their benefits may be properly distributed. Surely every 
traveler would gladly agree to pay sufficient to give them 
a just remuneration, and thus shield these leading lines 
of travel that are now almost driven to the verg-e of 
Ijankruptcy from so disastrous a calamity. 

7 



74 

14. The editors of the public press are deeply inter- 
ested in the permanency and success of the railroads. 
They carry their journals from one end of this broad 
Union to the other. They impart life to trade ever}'- 
where. They fill our ships with produce at the AYharves, 
and carry from our landings merchandise to the remotest 
l)0undarics of the nation. Now and then accidents may 
happen, but always solely against the will of the com- 

' panies. Nor should courts or juries pursue the goose 
that lays the golden egg and kill her. 

15. Our vast country can only be traversed by rail- 
roads. They have become an institution, and cannot be 
abandoned. Let us, therefore, support them with a liberal 
if not a generous hand. 

IG. Congress should compensate them in a proper spirit. 
The Government now, by the enterprise of these com- 
panies, get swift and sure mails, and by them, too, they 
are virtually protected from foreign assaults upon its vast 
boundaries. 

17. Besides, in many instances, where rails are im- 
ported, the railroad companies pay for duties on their 
rails more than they receive for transporting the Gov- 
ernment mails. 

18. Moreover we should look to the countless number 
of persons in the constant employ of the railroads, who 
are, even at this time, kept on duty. 

19. The compensation to be paid them should be so 
ample as to keep their stock at par, constantly at par, and 
then men would not lose, whose public spirit, in many 
instances, urged them on to unite the vast interests of the 
people by iron bands in one brotherhood of afiection. 

20. The railroads should, therefore, act in concert, raise 
their tariflf of charges to a just height, and not drag out 
an existence of feebleness, resulting in some measure 
from their own rivalries. 

But enough for the present. The subject is an impor- 
tant one, and we may return to it again. Millions of 
money have been expended in railroads, and thousands 
of citizens have invested their funds in this description 
of property. Let us hope that the day is at hand when 
confidence will revive, and when ])y some general and 
enlightened system of reform and management, every 
leading railroad line in the nation will be able to make 
a fair and regular dividend. The interests of the public 
at large require that these important improvements 
should be encouraged and sustained, and not depressed 
or depreciated. 



/O 



Extracts from Appleton^s Railway Guide for April, 
186f)^ of a Biographical Sketch of Philip E. 
Thomas, tlic founder of the American Railrocul 
System. 

Upon the opening of the Baltimore and Washington 
Kailroad, in the month of August, 1834, President 
Thomas, and the Directors of the road, with a very 
numerous company of invited guests from Baltimore, 
were, on their arrival at Washington, met by the Mayor 
and City Council and a large collection of citizens, 
among whom was General Andrew Jackson, then Pre- 
sident of the United States, and other government 
functionaries. They were cordially welcomed by th 
Mayor in an eloquent address, in which he expressed 
the high gratification which the opening of the road 
afforded the people of Washington, and the mutual 
advantages it would confer on both cities. To this 
address the following interesting reply was made by 
Mr. Thomas, who said : 

'' It is with feelings of great pleasure that I receive 
on the part of the Baltimore and Ohio Bailroad Com- 
pany the congratulations, which, as the representative 
of the corporate authorities of the city of Washington, 
you have been pleased to offer on this occasion, and I 
avail myself of the opportunity to reciprocate the kind 
wishes and sentiments you have expressed, and to ten- 
der you the thanks of the Company for the facilities 
afforded by the corporation in the location and con- 
struction of the road within its limits. The Board of 
Directors fully concur in your estimates of the advan_ 
vantages of that system of internal communication of 
which the railroad between the cities of Washington 
and Baltimore is so important a link, and they look to 
its extension throughout our whole country, as afford- 
ing the best guarantee for the prosperity of our Na- 
tional Union. Even to the casual observer of the map 
of the vast empire into which the original thirteen 
States have expanded under the beneficent influence of 



76 

our free institutions, the national advantages of Mary- 
land — upon whose soil we now stand — must be appa- 
rent, and haying been once included in the limits of 
this State, the city of \Yashington must feel an interest 
in whatever aifects its happiness and prosjDerity. ' It is 
in Mari/Iand, that the Atlantic, rolling far up the 
magnificent estuary of the Chesapeake, hrings its wa- 
ters into closer 'proximity to the streams that flow into 
the Gulf of Mexico. To complete the great plan of 
internal communication, which nature has already thus 
far effected, was the object of the people of Baltimore, 
when the company which I now have the honor to re- 
present, first went into operation. The enterprise was 
novel in its kind, and the knowledge essential to its 
success could only be obtained by costly and patient 
experience. The natural obstacles that existed were, 
howevei', less discouraging than the douhts and, gloomy 
forehodings of some of the hest friends of the scheme. 
All doubts and obstacles have been surmounted, and 
the practicability of the undertaking has been demon- 
strated. Of the force of the difficulties here alluded 
to, none can better judge than the people of Washing- 
ton, who have so zealously, and under such adverse 
circumstances, prosecuted their great work, the Chesa- 
peake and Ohio Canal. Hitherto, however, the city 
of Baltimore has mainly relied on its own resources, 
but now the work, the completion of which we meet 
this day to celebrate, and in which we all have a com- 
mon interest, brings to its aid a most powerful and 
efficient coadjutor. It unites in the bonds of mutual 
interest two large communities, aiming at the same 
point, and which have both succeeded in completing 
portions of the great highway of Western intercourse. 



" You have alluded to the change which is now 
wrought in the travel between our respective cities, 
since the time ivhen the sun hoth rose and set on the 
wayfarer., as he toiled on his journey between them. I 
trust the traveller to the -West, who on his departure sees 
(hat luminary emerge from the bosom of the Atlantic, 



77 

may he permitted to folloio its course, so that on the 
same day lie icill icitness its descent beneath the hroad 
horizon that circumscribes the icaters of the 3Iissis- 
sijJjji ! " 

The last paragraph of Mr. Thomas' effective aud 
eloquent addres.s seems almost the language of pro- 
phecy 3 for the hours of a June sunshine are nou: more 
than sufficient to take the traveller, at regular speed 
over the Bcdtimore and Ohio Railroad^ from either 
Washington or Bcdtimore, to the banJcs of the Ohio 
River at Wheeling or Parkersburg ! 

No account of the Baltimore and Ohio Railroad in 
its early stages, however brief, should be attempted, 
that did not embrace the names of numerous excellent 
men in the various walks of ability, who lent their 
valuable aid in forming and developing the system. 
Most of the enfiineerino- and mechanical contrivances 
that now form indispensable elements in the successful 
practical operation of railroads, all over the world ^ were 
wholly originated in Bcdtimore, in connection icith the 
early experiments on the Bcdtimore and Ohio Railroad. 
Long, Knight, McNiel, Whistler, and Latrobe, in the 
Engineering Department ; and Winans, Davis, Elgar, 
and Gillingham, in Mechanism, are but a few of the 
most conspicuous of the early creative minds that gave 
increased vitality to this great institution, and furthered 
the solution of the problem of '' railway practice.'^ It 
was to the sagacious foresight and the bold faith of 
Mr. Thomas, however, that the vrorld is mainly in- 
debted for the great results which he undoubtedly se- 
cured — or, at least, hastened — by his origination of the 
Baltimore and Ohio Railroad. 

The writer of these lines does not pretend to do 
more, in this short aud imperfect sketch, than offer 
his slight tribute to the services of Mr, Thomas, whose 
full biography is a subject worthy of a better pen, and 
would form a volume of general interest and of perma- 
nent value. 

Mr. Willis, the poet, who recently spent a week in 
examining the natural beauty of the scenery and engi- 



- 78 

neering wonders of the road^ appropriately and prettily 
says : 

-' To make Baltimore the front door to the great 
Cathedral of the West^ with a railroad to the Ohio for 
the entrance to the broad aisle, (the aim and success- 
ful achievement of the Baltimore and Ohio Railroad,) 
was the ' Thirty-one-Million-Dollar Improve- 
ment ' which we were kindly invited to take a look at. 
It is the greatest single enterj^rise of modern times ; hut 
it is curious that the man lohose far-seeing and mar- 
vellous helief is now acknowledged and honored as the 
onain lever u-hich achieved it, is of the same name as 
the Scripture-famed apostle of unbelief — Thomas I 
Not only that, but but it is Philip Thomas — Philip 
having been the other apostle of whose limited faith 
our Saviour made an example, in the question before 
the miracle of bread. Truly, this great man has re- 
trieved the names of the two hesitating apostles ! " 

Mr. Thomas has lived in close retirement since he 
left the road, but is yet enjoying good health and 
cheerfulness at his home in Baltimore, where, at the 
advanced age of 84, he still watches serenely, but with 
unabated interest, the continued wonderful develop- 
ment of the great Railway System, in the origination 
and perfection of which he spent a large fortune, and 
ten mature years of his valuable life. 



79 



[From the New York Courier and Enquirer and Baltimore American,] . 

RAILROAD MANAaEMENT— ECONOMY and 
SAFETY OF MODERATE SPEED. 



GENERAL RAILROAD COXVEXTIOX. 

IMPORTANT PROCEEDINGS IN THE GREAT RAILROAD CONA'EN- 
TION AT BUFFALO. 

Buffalo, March 10, 1859. 

The Convention of the four Atlantic Railroads and 
their Eastern and Western Connecting Lines, adjourned 
last night after a three days session. The attendance 
was the largest jet observed at any similar meeting, and 
some fifty Roads were represented, by over two hundred 
delegates, embracing a large array of business talent 
and general intelligence, evidently much above that 
shown at mere political Conventions. 

The chief object in view was the agreement upon a 
general arrangement of Time-Schedules of Passenger 
trains between New York and the leading cities of the 
"West, to which the rival lines converge. 

• Besides this, however, a great interest was felt in the 
course to be pursued by the four lines in regard to the 
St. Nicholas compact, from which Mr. Moran of the Erie 
had given notice of his withdrawal on the 20th instant. 
Messrs. Corning, Dean Richmond, Chedell and others 
appeared for the Central ; Moran for Erie ; Cass of Pitts- 
burgh, for Pennsj'lvania ; and Garrett for Baltimore and 
Ohio Roads. The Boston and AVorcester, and Great 
Western lines, the Canadian and Cleaveland, and Chi- 
cago interests had full and able representations. Judge 
Jewett of the Steubenville, was the only prominent and 
active southwestern exponent from bej-ond th* Qhio, 
while John Brough embodied the Bellefontaine interest. 

Much diversity of opinion and action was evident 
from the first, but a general disposition to reconcile 
matters was shown, until it became evident that no 



80 

thorouo-h union could be effected. Amono- the causes 
for this, were the introduction of the new line between 
New York and Chicago formed by the Pennsylvania and 
Fort AVayne Roads, and the bold stand of the Baltimore 
Road for moderate speed. The two Southern lines 
charged the New York Central with defeating the wish- 
es of a majority of the interests represented, by its influ- 
ence in preventing an agreement on a common starting 
time, and a moderate speed. The Committee of twenty 
finally reported that it had agreed on 8 A. M. from New 
York, the Erie and both Southern Roads uniting, but 
Hudson River Road declared in Convention that it would 
not regard it, and with Central, Avould start at six, and 
allow no longer time to Chicago or Cincinnati, thus plac- 
ing other lines at disadvantage. The 'result was, that 
Garrett, of Baltimore, offered a call of separate Con- 
vention of Southwestern Lines from New York and their 
connections, to be held at Columbus, Ohio, on 23d in- 
stant. This call was signed by officers of fifteen roads, 
and embraces new elements, in the New Jersey, Camden 
and Amboy, Allentown, Philadelphia and Baltimore, 
Marietta, and the Kentucky Roads. 

After this, a separate meeting of the N. Y. Central and 
its leading connections to Chicago, &c., was held, and a 
schedule agreed on to suit themselves. The Roads South 
and west of Columbus are not embraced in this arrange- 
ment, but await the action of Columbus meeting. The 
time agreed on by Central and Chicago is 37 hours, or 
one hour and forty minutes less than the quick time of 
last summer. 

The debates in general public meeting were very able 
and animated. Cass, Jewett, Moran and Garrett on 
the one hand, and Brooks, Hammond, Brough, and Bliss 
on t\\e other, are all men of capacity and force. Corn- 
ing or Richmond did not say much, but were active in 
consulting and advising their numerous friends in the 
Convention. 



81 

Mr. Cass, in the course of his speeches, called upon 
MoRAN to explain why the St. Nicholas agreement was 
dissolved. The latter was understood to say that the 
Central Agents had early in March secured all the North- 
west freight in the East by making contracts at ruinous 
sacrifices, in direct and wholesale violation of the compact. 
An immense trade had thus been taken in advance. The 
rate for this is understood to have been put doAvn to 
thirty cents per hundred pounds from Lake Ports to New 
York, whild the agreed rate was fifty or more — the ob- 
ject being to compete with the Canal as well as the Erie 
Eoad. 

Mr. IIammoxd, of Chicago, entered into a general de- 
fence of the Central policy, both regarding time-tables 
and St. Nicholas agreement. No wonder, said he, the 
Southern lines favor that arrangement, since it has proven 
so great an advantage to them. The agreement was bro- 
ken because it was unfair to the Northwest, and had 
worked to their injury. He declared that the Baltimore 
and Ohio Line especially had gained b}' the contract, and 
that Baltimore City had shared in this profit. The mer- 
chant of the West or Northwest, who made his purchas- 
es in New York, had been obliged to pay from three to 
six dollars per ton more for his freight from that city to 
destination, than from Baltimore, thus directly enhanc- 
ing Baltimore interests, to the disadvantage of those of 
New York. As to the Time Tables, said Mr. H., the 
Baltimore Boad had wanted to fix a starting hour and 
speed by all lines to suit its own views and interests, al- 
though this was almost the first time it had been invited 
to a General Time Convention. The Hudson River Boad 
was one hundred and fifty miles long, yet it must not de- 
termine the hour of departure from New York, while the 
Camden and Amboy, about ninety miles only, could fix 
the hour as a connection of the Pennsylvania Boad. This 
was, he thought, both inconsistent and unfair. 

Mr. Hammond spoke with earnestness and effect, and 
was replied to on the time point by Mr. Durand, of Cin- 
cinnati, and by Mr. Garrett. 



82 

The leading views of the Southern Lines -were pre- 
sented by Mr. Garrett, of Baltimore, who made several 
speeches, and with evident effect. As a new man in these 
general meetings, and on account of the boldness and 
force with which he spoke, his efforts enlisted much at- 
tention from the delegates and the outside audience. 
The following is about the scope of his remarks, though 
not in the exact language, or in the order observed by 
the speaker : — 

What continues, said Mr. Garre'it, to be the position 
of the New York Oentral Company ? It has, according 
to the statement of the President of the New York and 
Erie, — which I understand can be fully substantiated — 
recklessly and grossly violated the compact, by contract- 
ing for freights largely under the agreed rates ; and now 
it presents its determination to force fast speed upon the 
Railroad interests of the country. What reason — what 
apology-^for this ? A great progress in reform in Rail- 
road management, and immense increase in the net re- 
sults from Railroad property was inaugurated, and has 
been secured, by reducing to a moderate speed the trains 
of the great lines. The valualjlc effects of this policy, 
all know — as every party connected with working Rail- 
roads fully understands that the combined action of 
weight and speed causes, in mathematical proportion to 
their increase, wear and tear, and consequent expenses 
for the maintenance and repairs. Have not these sche- 
dules been worked most successfully ? Have connections 
ever been more regularly made ? Have the lines ever 
been more free from accidents ? Have the public ever 
been better served and satisfied ? Who, therefore, desires 
fast speed ? Surely not those whom we directly repre- 
sent — our stockholders in the great lines — nor the public. 

Whence, then, this determined policy of the New York 
Central, in absolute opposition to the three other Atlan- 
tic lines, to force a speed to Chicago of 35 hours, instead 
of the present schedule, 45 , and to Cincinnati, 32J hours, 
instead of 38. A compromise could have been effected 
on 35 and 39 hours respectively, but it is practically re- 
jected, and the New York Central insists upon, and is 
responsible for the annihilation of the great conservative 
principles of the St. Nicholas agreement, and with un- 
hesitating persistency again opens the Pandora's box of 
evils to arise from reckless and suicidal competition. 
Why, Mr. Chairman, does it adopt this course? Calmly 



83 

observing its action, uninfluenced by personal and local 
antagonisms, that appear to govern its managers, I can 
perceive but one solution regarding their aims, and can 
foresee but one character of most serious results from 
their policy. 

1st. The extreme speed of passenger trains is one of 
the elements l;»y which it appears to have calculated to 
destroy the financial results and recuperative power of 
the ]Se^x York and Erie Road. Grant the New York 
Central full success in such supposed designs, what will 
be the consequence ? The Erie Road can not be annihi- 
lated. It is an existing fact — necessary alike for the im- 
portant local interests it accomodates, for the necessities 
and advantages of the commerce of New York, and for 
the protection of the immense capital invested in its con- 
struction. Its stockholder interest may be crushed to 
utter ruin. What follows? The New York and Erie 
will still exist, but upon a basis of capital of probably 19 
millions of dallars, instead of 38 millions, and thus be- 
come, with profit to its owners, the most formidable and 
fearful adversary to the permanent interests of the stock- 
holders of the New York Central Road. 

2d. The New York Central has contracted, in direct 
violation of the agreement, for large c{uantities of east- 
ward bound freight at immense reductions in rates, avow- 
edly for the purpose of preventing the Erie Canal from 
obtaining even a portion of this heavy business. To 
whom does that Canal belong ? Will the State of New 
York, with the enormous capital it has invested in the 
Canal permit its business to be thus illegitimately di- 
verted. Lower tolls on the Canal, and a tonnage tax on 
the New York Central Road, loom up under the pursuit 
of such a policy in the early future, as imminent. 

Such, is my view, irrespective of the instant efi'ects of 
reduced earnings, are the perils of the present action 
to the owners of the New York Central property. On 
behalf of the Baltimore and Ohio Company I have no 
favors to ask. No Company on the continent presents 
more attractive features for l)usiness, both for passengers 
and freights. Its road and machinery have been tho- 
roughly maintained and improved, and are in the best 
and most efiective condition. Its management have di- 
rected their energies and abilities to the development of 
its local trade and resources, and to the most rigid and 
careful economy of detail in its expenditures. The fru- 
ition indicates, in a most gratifying degree, what can be 
accomplished by a judicious system, and further indicates 



84 

the great value of the leading Railroad properties of the 
country, if their affairs be administered upon economical 
and proper conservative principles. During the five 
months from September 30th, 1858, to February 28th, 
1859, the gross revenues of the Baltimore and Ohio 
Road decreased, as compared with the corresponding 
months of the preceding year $15,816 41, v^^hilst the 
working expenses have been so reduced as to present, 
for that period, an increase of the net earnings of $518,- 
358 50. 

A jealousy has been exhibited by the 'Neyv York Cen- 
tral Company of the comparative revenues, under the St. 
Nicholas, compact, of the Southern Roads. The Penn- 
sylvania and Baltimore and Ohio Companies yielded a 
portion of their natural advantages, in order to har- 
monize and arrange the contract. Their better Revenues 
flow from a different cause. The main improvement in 
the Baltimore and Ohio has arisen from its local traffic, 
and is thus derived from sources that the New York 
Lines cannot reach or affect. 

Those astute gentlemen overlook, however, the origin 
of the relative prosperity of the Southern Lines, as de- 
rived from other than local traffic. Is it not a fact that 
for several consecutive years the crops of the Northwest 
have failed, and that, combined Avith the small product 
of cereals, low prices have ruled, and consequently that 
entire region has little surplus and a much contracted 
trade ? 

The South and Southwest, on the contrary, have for 
years enjoyed large crops, particularly of the leading- 
staple, cotton, for which very remunerative prices have 
been obtained. Thus, that region is rich and prosperous, 
and its business extensive. The direct line from New 
York for this trade is by the Baltimore and Ohio Road. 

It is important to the commerce of that city, to use this 
direct and reliable route to that section of the country, 
in connection with which New York is now transacting 
its most lucrative business. It is true, sir, that Balti- 
more does enjoy a most desirable location on the south- 
west line. Situated at the head of the noblest indenta- 
tion of the Atlantic — the Chesapeake Bay — it commands 
economical water carriage almost to the base of the 
Alleghanies, and thus reaches by a short line, the most 
commanding points on the Ohio river. The merchants 
of New York and the southwest are aware of the triple 
routes, and their advantages between that city and Bal- 
timore, namely, a first-class Railroad, a sea Propeller, 



85 

and a Canal line. These Avill continue to be used, and 
no policy of the New York Central road, can i<^nore 
nature, and the geographical advantages of the Balti- 
more and Ohio Road and the city of Baltimore. Our 
Company has water on the east and west, and perfectly 
equipped and efficiently worked railroad connections with 
all competing points. Being thus strong in position, and 
working the road economically and successfully, we have 
no apprehensions as to our perfect ability to maintain 
our position and command, relatively, an amount of busi- 
ness, at least fully equal to that transacted under the 
contract. 

The agreement has been useful, when the aggregate 
of the business has been so comparatively light, in pro- 
tecting rates and ensuring ]jetter remuneration for the 
service performed. If not acted upon with integrity it 
is undesirable. The Baltimore Company has faithfully 
complied with its oldigations, and has no responsibility 
for its abrogation l>y bad faith, and l»y violations of its 
provisions. 

The attempt to maintain rates on freight it is supposed 
will amount to nothing, because the parties have no confi- 
dence that they can be kept up. It is evident that there 
are sad times ahead for Stockholders in Railroads, as a 
general scramble for business, low rates, high speed, and 
large expenses seem likely to be the order of the day. 
Much interest now centres in the Columbus meeting on 
next Wednesday, although no new general compact is 
likely to be undertaken there. 



From the Baltimore American, June 10, 1859. 

THE RAILROAD WAR. 

Statement of President Garrett — The Local and Geographical 
Advantages of the Baltimore and Ohio Road— Comparison of 
the Result of the Contest. 

The following statement, made to the Board of Direc- 
tors of the Baltimore and Ohio Road on Wednesday last, 
will be read with interest : 

Mr. Garrett, addressing the Board, said : 
On the 13th April the President presented his views 
regarding the policy to be maintained by the Baltimore 



86 

and Ohio Kailroad Company, on the crisis arising from 
the extraordinary positions assumed by the New York 
Central Road, and the course he had felt it his duty to 
pursue in competition with the Atlantic lines, for the pro- 
tection, in a comprehensive view, alike of the interests of 
the company and of the city of Baltimore. 

He had the satisfaction of receiving the unanimous ap- 
proval of the Board of his action and the policy indicated. 
Notwithstanding the general disapproval manifested by 
the press at the North, as well as the South and West, 
and it is understood by a large portion of their stock- 
holders, the managers of the New York Central Company 
have continued their Quixotic crusade against the city 
of Baltimore to an extent which, whilst generally dama- 
ging railway property, is rapidly developing in such a 
contest the relative weakness of that line, and the 
strength and advantages of the Baltimore and Ohio Rail- 
road and its terminus. 

It is due to the magnitude of the interests involved 
that a distinct statement should be presented, of the 
issue made by the New Y^'ork Central Company ; and of 
the position occupied and maintained by this Company, 
and the facts and reasons governing the latter, so that 
the serious responsibility of continuing a state of things 
producing most disastrous results to vast amounts of 
railway property, shall be properly placed. The New 
York Central Company demands that the rates from 
New York, Boston, Philadelphia and Baltimore, to the 
commercial centres of the AYest and Southwest, shall be 
the same. The illustration of the case, in connection 
•with the city of Baltimore, will exhibit the fallacy and 
absurdity of the principles announced. Cincinnati, as 
the leading city of the Ohio valley, has commanded the 
most attention in the discussions of the conventions of the 
four lines. What are the relative positions of New Y'^ork 
and the New Y^ork Central Company, and Baltimore and 
the Baltimore and Ohio Company, to that city ? 

The distance from New York, via the New York 
Central Road, and the shortest railway line 
to Cincinnati, is 880 miles 

The distance from Baltimore by the shortest 

railway line to Cincinnati, is 582 miles 

J^^^Leaving the difference in favor of Baltimore 298 miles 

The entire length of the New Y^irk Central 

Road from Albany to Buffalo, is 298 miles 



87 

It therefore clearly follows, unless the New York Cen- 
tral Road concludes to render the service for its entire 
length, Avithout any remuneration Avhatever, that if the 
connecting roads of the Baltimore and Ohio Company in 
Ohio, can work at the same rates as the connections of 
the New York Central, it must abandon this demand. 
It has claimed great relative advantages during the sea- 
son of river and lake navigation, and economy of working 
arising from low grades, &c. 

What are the facts? Assume the use of the Hudson 
river to Albany, and of the Lake from Buffalo to Cleve- 
land, 3"et the actual rail transportation is, viz : 

On New York Central Road 298 miles 

And from Cleveland to Cincinnati 255 " 

553 miles 
Whilst from Baltimore to Parkersburg, on the 
Ohio river, 200 miles below Pittsburg, the 
distance is but 383 miles 

Which deducted, leaves 170 miles 

Exhibiting the transportation by rail from the city of 
New York, in favor of the Baltimore route of 170 miles, 
by using the canal or sea from New York to Baltimore, 
making the Baltimore and Ohio line the cheapest from 
the city of New York, and proving, conclusively, the ab- 
solute advantages of the location of Baltimore. 

The errors of that company are still more glaring as 
to the relative ability for an economical working. The 
subjoined statement furnishes the cost of fuel of the New 
York Central, and Baltimore and Ohio roads, tor the past 
three fiscal years, derived from the annual reports: 

Cost of Fuel Cost of Fuel 

to B. & 0. to N. Y. C. Difference. 

1856 $201,009.30 $708,583,21 $506,913,82 

1857 209,665.15 847,853.14 638,187.99 

1858 167,550.64 766,903.37 599,352.73 

$578,885.18 $2,383,339.72 $1,804,454 54 

Average difference per annum $601,484.84 

rf In consequence of the inexhaustible supplies of bitu- 
minous coal, at almost nominal prices, and of the most 
desirable character for the generation of steam, upon 
a large portion of the road, the Baltimore and Ohio Com- 



•88 

panj has a permanent advantage over that company in 
this great economy, which has proved to average an 
amount exceeding $000,000 per year — a sum equivalent 
to dividends of 6 per cent, on the capital stock of this 
company. 

During the month of April, notwithstanding the low 
rates of transportation forced upon the railway interests 
by the New York Central Company, the net profits of 
this road were satisfactory — the working expenses being 
but 47 per cent. The results for the past month are still 
more remarkable and interesting. 

All the power of that great corporation, which for 
many years so largely dictated and controlled the rail- 
way policy of the country, has been wielded adversely 
for the interests of this Company, and the fruition is a 
large reduction in its own revenues, combined with im- 
mense losses through low rates arranged by its authority 
and dictation, whilst a decided increase of the revenues 
of the Main Stem of this road has been realised, as well 
as a slight aggregate increase of the entire revenues of 
the Company beyond the same month last year. 

Combined with this extraordinary exhibition of the 
relative success and power of the Baltimore and Ohio 
Road is the fact that with all the disadvantages, the 
working expenses for the month were but 44.76-100 per 
cent. 

The public has practically approved the policy of the 
Company in reference to the reasonable and safe speed of 
passenger trains. Thus whilst the New York Central 
has adopted a speed, deemed by this Company reckless, 
dangerous and costly, in connection with which most se- 
rious results have occurred, involving in that road loss of 
life and limb, this Company has maintained a speed of 
25 miles an hour, without accident, making regular con- 
nections, and fully preserving its business at large ad- 
vantages ; also, of economy in running. 

The developments, therefore, exhibit the abilit}'' of this 
Company to maintain its platform of protection of all the 
great interests confided to its charge, the commercial and 
geographical rights of Baltimore and its dividend earn- 
ing capacity for its stockholders. 

As this policy has met the cordial sanction and support 
of the community, its shareholders and the Board, the 
Executive deems it proper to announce his continued de- 
termination to enfore and maintain the just advantages 
and rights of the city of Baltimore and of the Baltimore 
and Ohio Road. 



89 

[From the Ealtimore American of January 31, 1S60.] 

RAILROAD DISCRIMINATION. 

As the subject of Railroad freight charges is one of 
special interest at this time, -we present the following 
views concerning it, which are taken from the last issue 
of an intelligent and apparently disinterested journal, 
the American Railway Times at Boston. 

RAILWAY FREIGHT CHARGES PRO RATA. 

One of our New York contemporaries, the Railway Re- 
view, leads off in tremendous style upon the above sub- 
ject in the number of January 12th, heartily approving 
of the charge pro rata, which it did not regard as unfa- 
vorable to the interest of stockholders, but the contrary. 
In the succeeding number, however, the whole leader is 
disowned, with the assertion that it would not have beea 
published had the " Board'' been aware of its nature, — 
We hope that we understand our contemporary and the 
"Board'' right, as disbelieving in toto the wisdom and 
justice of pro rata charges ; for, we hold that no princi- 
ple of railway management exhibits more ignorance in 
its holders and is more disastrous in effect than the ma- 
king the charge for transporting freight depend solely 
upon its mileage. The second clause of the majority re- 
port of the Legislative Committee of the New York As- 
sembly, as published by us some mouths since, carries 
within it more ignorance and more nonsense than we 
should hardly believed it possible could be expressed in 
so few words, even by a Legislative Committee ; here it 
is : — "That railways shall impose rates for freight at a 
sum certain, per mile, long or short distances, pro rata. 
Now within that clause is the upsetting of the whole rail- 
way system. Upon that clause an able writer justly ob- 
serves : 

" Should the Legislature see fit to adopt and enforce 
the rvile here prayed for, we must in common fairness in- 
sist that it be made universal ; so that every manufactur- 
er shall be obliged to sell a coat pattern at the lowest 
price per yard that he wnll accept for a thousand bales of 
the same fabric, and the merchant supply a quart of mo- 
lasses, a pound of sugar, a stick of logwood, a nutmeg, a 
quart of beans, or jack-knife, at the lowest price for 
which he would sell a like article in the largest quantity. 
But, since we are not able to do our owu business accord- 



90 

ing to the priaciple here indicateJ, bat do and must sell 
copies of our journal by the hundred or thousand at 
lower rates than we do or could afford to sell them sing- 
ly, we cannot be instrumental in forcing upon others a 
rule by which we could live ourselves. Nay : as the cost 
of freight transportation on llailroads is manifestly made 
up in part of the loading and unloading — as twenty lots 
of goods carried fifteen miles each must cost the company 
more than one lot of just such goods carried three hun- 
dred miles — we must wholly decline to countenance in 
any way the legislation asked for by this proposition. — 
Its injustice and inequality must be palpable to every 
unprejudiced observer. 

That a railway should be of the maximum benefit, we 
hold that it ought to regard both its own welfare and the 
good of the country through which it passes ; and we 
hold that there is no more direct and equitable mode of 
accomplishing this double object than to charge less per 
ton per mile for long than for short distances. Indeed it 
is mathematically demonstrable that pro rata charges are 
ruinous both to the country and to the road — for what- 
ever acts upon the welfare of the country reacts upon the 
welfare of the road. 

The object of the railway company being of course to 
make the difi'erence between gross earnings and expen- 
ses, or the profit, (or nearnings,) the most possible, and 
still not unduly tax the local or through traffic, Ave must 
understand precisely what it is that aft'ects these two ele- 
ments, receipt and expense, that we may at once aug- 
ment the former and reduce the latter. A careful study 
of the detail of the working expense, Avith a comparison 
of the costs of fuel and of engine repairs upon diff'erent 
roads, as afi'ected by the design and use of the machine- 
ry, with close attention to the form and character of the 
permanent way, Avill show us how to decrease expendi- 
ture ; as witness the operation of the Illinois Central rail- 
way for the past two years, where in the single depart- 
ment of machinery the expenses on 708 miles Avcre re- 
duced over $80,000. 

With the receipts, hoAvever, Ave cannot Avork so direct- 
ly as upon the expense, because outside influences are so 
great. The receipt depends upon the distance freight is 
carried, upon the number of tons transported, and upon 
the charge per ton. The only one of these three ele- 
ments Avhich is controlled by the raihvay company is the 
third ; as we cannot say hoAV many tons shall be trans- 
ported, nor hoAv far they shall go. We can, hoAA'Cver, by 



91 

modifying the tariff, attract more traffic, and ^xe can in- 
duce the transport of produce from a longer and longer 
distance from market as we reduce the rates more and 
more. There is, however, a certain rate at which the 
net proceeds are a maximum, and to depart from which, 
either higher or lower, reduces the receipts. If we car- 
ried freight for nothing we should do a very large busi- 
ness, and our expenses would he a maximum, while the 
receipts would he nothing. If we charge so large a 
price that no produce can bear it, we should still have a 
considerable expense and our receipts would be nothing. 
Somewhere between these extremes there is a charge 
where the difference between the gross receipt and the 
expense is the greatest possible, and this place it is the 
object to hit. To give an equally fair chance to the per- 
sons Avho live at a long distance from the market with 
those who live at a short distance, we should charge them 
less per mile for transport of freight than we do the lat- 
ter ; and fortunately the nature of the question is such 
that in frivino- this chance to the long distances, we at the 
same time very much augment the gross receipts. Ihe 
expense per mile incurred in working a railway, de- 
creasing as it does as the distance becomes longer, gives 
us the power of drawing the same profit per mile from 
long as from short distances, without charging so much 
for the former as for the latter. By decreasing short 
rates we do not render nearly so much country tril)utary 
to railway as by decreasing long rates. Indeed, where 
with a uniform tariff of 6.G4 cts. per ton per mile, upon 
a railway sixty miles long, running through a good ag- 
ricultural district, the gross receipts would be $1,255,- 
G80, with a graduated tariff ranging from IG cts. per ton 
per mile for ten miles, to four cts. per ton per mile for GO 
miles, the receipts would be 83,39G,492. 

That a correct tariff should be graduated and not pro 
rata for the different distances, is admitted by all who 
know anything whatever of railway matters — but the 
exact scale or rate of graduation is a nice matter to settle. 
To be fair with long distances, we should not extract 
therefrom a greater profit per ton per mile than upon 
short ones, and how much less we may charge per ton 
per mile and yet get as much profit from the long as 
from the short distances, will be seen approximately by 
the following figures : 

We select the last report of the Pittsburg, Fort Wayne 
and Chicago railway, because that it is the only one in 
which we remember to have seen any division of work- 



92 



ing expenses into the parts whicli are dependent and 
Avhich arc not dependent upon the amount of traffic 
moved. From this report v»e find that the average dis- 
tance travelled by a ton of freight was 120 miles ; that the 
average cost of transport per ton per mile was 0.96 cents, 
and that the ratio of what the Superintendent Mr. J. H. 
Moore, calls the constant expense, to the whole, is 24.71 
or 34 per cent. The distance, 120 miles, at 0.96 of a cent 
per mile gives as the cost of moving a ton of freight 120 
miles, 115.2 cts ; of which 34 per cent, or 39 cents are con- 
stant, while the remaining 76 cents are to be divided by 
the distance, 120 miles, giving as the actual cost of mov- 
ing the load 0.63 cents per ton per mile : whence for dif- 
ferent distances we form the foUowins: table : 



lilcs. 


Constant. 


Variable 


Total. 


Per mi' 


10 


• 39 


10x0.63 


45.30 


4.53 


20 


39 


20x0.63 


51.60 


2.58 


30 ■ 


39 


30x0.63 


57.90 


1.93 


40 


39 


40x0.63 


64.20 


1.60 


50 


39 


50x0.63 


70.50 


1,41 


60 


39 


60x0.63 


76.80 


1.28 



And from the last column we deduce 



Miles. 


Cost pr, ton 
per mile. 


Proflt per ton per mile 

at a uniform (pro rata) 

charge of four cents. 


Charge per ton per mile to 

secure a constant profit for 

all distances of one cent. 


10 


4.53 


—0.53 


5.53 


20 


2.58 


1.42 


3.63 


30 


1.93 


2.07 


1.92 


40 


1.60 


2.40 


2.60 


50 


1.41 


2.59 


2.41 


60 


1.28 


2.28 


2.28 



That is, if we charge pro rata to the distance, we draw 
nearly a six times larger profit per ton per mile from a 
person who labors under the disadvantage of living at a 
long divstance from market, (60 miles,) than we do from 
a man living at a short distance, (10 miles.) Column 
four shows us that even extracting the same profit per 
ton per mile from a person at 60 miles, we should charge 
him only 41 per cent, as much per ton per mile as we do 
a person at 10 miles. 



93 

Upon a railway sixty miles long the relative areas of 
territory accommodated by a uniform, and by a gradu- 
ted tariff, are respectively 2,016 and 8,577 square miles. 
Let the members of the Xew York Legislature go home 
to their respective callings, and let the merchant conduct 
his wholesale and his retail business upon the same 
prices ; the ship owner make his rates for passenger traffic 
the same per mile from New York to Boston and from 
New York to Liverpool : the hotel keepers charge tran- 
sient and permanent boarders the same per day ; let pro- 
fessional gentlemen charge pro rata per hour of mental 
labor ; and the next year when they take their seats in 
the Assembly, let them, with the light and experience 
they have gained, reconsider the policy of making the 
'New York Central Eailway charge pro rata for its freight. 
Finally, let the farmers who raise crops in Western and 
Central New York, on land which has its very existence 
(commercially) from the iron ways which connect it 
with the markets, look carefully at the effect of pro rata 
charge upon the value of their produce, before they vote 
to annihilate the avenues of transport. 



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